History of Flight
On November 10, 2014, at about 1258 eastern standard time, a Mooney M20C, N6581U, was substantially damaged when it impacted a fence and terrain shortly after takeoff from Greenbrier Valley Airport (LWB), Lewisburg, West Virginia. The private pilot received serious injuries. Day visual meteorological conditions prevailed, and no flight plan was filed for the flight, which was destined for Hanover County Municipal Airport (OFP), Richmond, Virginia. The ferry flight was conducted under Title 14 Code of Federal Regulations Part 91.
According to a witness working at the airport, the pilot taxied to the beginning of runway 04, paused briefly, and began the takeoff roll. The airplane lifted off within the first 2,000 feet of the 7,003-foot-long runway. The takeoff roll and initial climb appeared normal, and the engine sounded typical. At about 200 feet above ground level, the airplane leveled off and continued down the runway centerline. The witness observed that the landing gear remained down and the flaps remained partially deployed. The airplane entered a slight left banking turn, which quickly increased to a very sharp left bank, and the nose dropped. The airplane returned to a level attitude as it descended out of view.
A second witness stated that as the airplane began its steep left bank, the wings were straight up and down with the left wing pointed toward the ground. At that point, it did not sound like it had any power, and before it went out of view, the engine appeared to rev to full power. A third witness in a parking lot near the departure end of the runway saw the airplane flying toward the northwest, perpendicular to the runway. She described it as wig-wagging, rolling from left to right at a relatively steep angle considerably greater than normal takeoffs. The airplane then leveled its bank angle, pitched up, and shortly after the nose came down.
The pilot stated that he could not recall the sequence of events following the airplane's takeoff and initial climb.
Personnel Information
According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate issued January 13, 2007, with ratings for airplane single-engine land, multiengine land, and instrument airplane. His most recent third-class medical certificate was issued on April 18, 2013, with a restriction to wear corrective lenses. The pilot reported a total of 3,500 flight hours, of which 900 were in the accident airplane make and model.
Aircraft Information
The four-seat, low-wing, retractable-gear airplane was manufactured in 1962. It was powered by a Lycoming O-360-A1A 180-hp reciprocating engine equipped with a Hartzell two-blade, constant-speed aluminum propeller. The date of the most recent annual inspection could not be determined. The pilot/owner reported that the airplane had been repossessed from the previous owner and was purchased the month prior to the accident without associated maintenance records. A special flight (ferry) permit had been applied for and received from the FAA to return the airplane to its home airport. The ferry permit required an inspection performed by an appropriately certified mechanic or repair station before flight; the pilot indicated this inspection was not performed, and no records of such an inspection were found.
Meteorological Information
The 1315 recorded weather observation at LWB included calm wind, 10 miles visibility, clear skies, temperature 16°C, dew point 2°C, and barometric altimeter 30.07 inches of mercury.
Wreckage and Impact Information
The airplane impacted a fence and terrain in a pasture about 1/4 mile to the left of the runway 04 centerline, about 1,000 feet before the departure end. The debris path began at the initial impact point, identified as a broken fence post, and extended about 50 yards on a 323-degree magnetic heading to the main wreckage. No evidence of pre- or post-impact fire was found. All major components were co-located with the main wreckage except the left main landing gear (about 15 feet from initial impact) and the propeller/hub assembly (about 10 feet southwest).
The left wing sustained leading-edge impact damage; the left flap was separated from its outboard three attachment points. A section of the right wing was bent downward about 5 feet from the tip. The empennage was mostly undamaged except for the left horizontal stabilizer leading edge. Flight control continuity was confirmed from cockpit controls to all control surfaces except the left flap, which was impact-damaged. The left seat rudder pedals were impinged by damaged structure. The right wing fuel tank contained fuel consistent with 100LL aviation fuel; the left wing tank was breached and devoid of fuel. First responders estimated about 20 gallons of fuel leaked onto the ground. When electrical power was applied, the right fuel gauge indicated about 3/4 full, the left gauge about 1/4 full.
The cockpit exhibited impact and crush damage. Seats remained attached to seat rails; the left seatbelt was found intact and unbuckled. The fuel selector valve was in the LEFT tank position. Elevator trim indication was undetermined due to damage. Cockpit engine controls: throttle slightly inward from idle, shaft bent downward about 45 degrees; mixture about one-half inch out from full rich; propeller control full forward. Flap handle was in the UP position; indicator position undetermined. Landing gear handle grip separated from the bar, which was in the up position. Battery power applied confirmed operation of the stall warning system.
The engine remained secure to its mounts, attached at all four corners of the firewall. The propeller was impact-separated from the crankshaft flange. One propeller blade displayed an impact mark on the leading edge about 2 inches from the tip, chordwise scratching, and was bent aft about 14 inches from the tip. The other blade had one leading edge nick about 1 inch from the tip; no chordwise scratching. Engine mechanical continuity, valve action, and thumb compression on all cylinders were confirmed by hand rotation of the engine at the propeller flange. Borescope examination revealed that the #4 intake valve showed signs of erosion on the valve seat; all cylinder walls and piston tops were unremarkable. Engine-to-magneto timing was approximately 48 degrees before top dead center; manufacturer specification was 25 degrees. Both magnetos produced spark through all ignition leads when turned by an electric hand drill. The carburetor was impact-separated and exhibited soot deposits in its throat. No other anomalies were noted with fuel system components, and fuel in the carburetor bowl tested negative for water.