History of Flight
On September 10, 2015, about 1448 eastern daylight time, a Mooney M20TN airplane, registration N370MM, impacted the Atlantic Ocean off the coast of Atlantic City, New Jersey. The commercial pilot, who was the sole occupant and owner, was fatally injured, and the airplane sustained substantial damage. The flight was being conducted as a 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions existed near the accident site, and an instrument flight rules flight plan had been filed. The flight originated from Gaylord Regional Airport, Gaylord, Michigan, about 1200 and was destined for Atlantic City International Airport, Atlantic City, New Jersey.
According to the pilot's logbook and a fuel receipt, he flew the accident airplane for 1 hour on September 7, 2015, and then fueled the airplane with 11.4 gallons of 100LL aviation fuel. There were no other fuel transactions or flights between that time and the day of the accident. The pilot reported in his flight plan that there was sufficient fuel onboard for 6 hours of flight.
Federal Aviation Administration (FAA) Minneapolis Air Route Traffic Control Center (ARTCC) records indicate that the airplane departed GLR about 1200. At 1214:04, the pilot checked in and informed the controller that he was climbing from 17,600 to 21,000 ft mean sea level (msl). The controller then instructed the pilot to climb to 25,000 ft msl. About 23 minutes later, while the airplane was in cruise flight, the controller attempted to contact the pilot with a frequency change, but the pilot did not respond. Repeated attempts to contact the pilot throughout the remainder of the flight were unsuccessful as the airplane continued flying a straight course toward ACY at 25,000 ft msl. According to radar data, at 1438, while about 5 miles northwest of ACY, the airplane began descending from 25,000 ft msl at an average descent rate of about 1,600 ft per minute on a southeast heading until it impacted the ocean about 8 minutes later. Two F-16 airplanes departed ACY to relay search and rescue information and subsequently found debris.
Personnel Information
The pilot held a commercial pilot certificate with airplane single-engine land, multiengine land, and instrument airplane ratings. His most recent FAA third-class medical certificate was issued on October 26, 2013, with no limitations. He recorded 4,900 hours of total flight experience, 2.5 hours of which were in the 90 days before the accident.
Aircraft Information
The airplane was manufactured in 2007 and registered to the pilot in December 2007. The most recent annual inspection was performed on June 12, 2015, at which time it had accumulated 472.2 total hours of time in service. According to the Pilot's Operating Handbook (POH), the airplane was equipped with extended range tanks with a total usable fuel capacity of 102 gallons, 51 gallons per side. The fuel selector valve could be set to left, right, or off.
The airplane was also equipped with a four-place oxygen system. Four oxygen outlets were provided in the overhead panel. The pilot's mask was a permanent rebreathing-type mask with a built-in microphone. The oxygen cylinder had a capacity of 77.1 cubic feet and could supply at least 11 hours of oxygen for pilot-only operation depending on altitude. The oxygen system quantity indicator was in the pilot's arm rest. According to a receipt from the most recent annual inspection, the oxygen bottle was serviced at that time. Stickers on the oxygen regulator and tank indicated they were overhauled in May 2013.
Meteorological Information
At 1454, the weather reported at ACY indicated variable wind at 4 knots, 10 miles visibility, few clouds at 700 and 3,400 ft above ground level, temperature 24°C, dew point 22°C, and an altimeter setting of 29.75 inches of mercury.
Wreckage and Impact Information
The airplane was located by the United States Coast Guard in about 45-ft-deep water off the coast of Atlantic City, New Jersey. It was recovered on September 12 and moved to a salvage facility. The fuselage was severely impact damaged. The inboard 2-ft-long section of the left wing remained attached; the outboard section was separated and not recovered. The empennage was separated from the fuselage; the vertical stabilizer and rudder remained attached. Control cable continuity was confirmed from the rudder and elevator to the cockpit. Both front seats remained attached. Two oxygen lines were secured to the top of the cabin, and an oxygen pulse oximeter was located in the cabin area. The pilot was found wearing an oxygen mask. A Hobbs meter indicated 477.2 hours of flight time.
The engine was impact separated from the airframe. Engine continuity was confirmed from the propeller through the aft section. All three propeller blades were bent; two in the same direction and one opposite. A fluid with an odor similar to 100LL aviation fuel was noted in a fuel line. No preimpact anomalies with the engine were found that would have precluded normal operation.
An oxygen tank located aft of the aft bulkhead had a loose elbow fitting connected to the regulator assembly; the fitting could be moved by hand without resistance.
Three Garmin G1000 SD cards were removed and sent to the NTSB Recorders Laboratory, but no accident data were recovered.
Medical and Pathological Information
The Office of the State Medical Examiner for New Jersey performed an autopsy and determined the cause of death as multiple blunt injuries. Toxicological testing by the FAA detected 26 mg/dL ethanol in blood but not in muscle or brain tissue; ethanol can be produced postmortem. Diphenhydramine was detected in blood at 0.071 ug/ml and in the liver; chlorthalidone was also detected. Diphenhydramine is a sedating antihistamine that may impair mental and/or physical ability. Chlorthalidone is a diuretic and is not considered impairing.