History of Flight
On April 9, 2016, at about 0850 eastern daylight time, a Mooney M20K, registration N96398, was substantially damaged during a forced landing following a total loss of engine power after takeoff from Ocala International Airport (OCF), Ocala, Florida. The commercial pilot was fatally injured, and the passenger was seriously injured. The personal flight was conducted under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which had an intended destination of Lakeland Regional Airport, Lakeland, Florida.
Air traffic control information indicated that the airplane was cleared for takeoff and began its takeoff roll from runway 36 with about 7,000 ft of runway available. About 1 minute after clearance, the pilot announced, "I'm losing my engine… I'm going down on [runway] 26." Runway 26 was located at the end of and perpendicular to the takeoff runway.
The ground controller estimated that the airplane was north of the tower about 200 to 300 ft above the runway before it turned west. He observed the wings rocking in the turn, but when lined up with runway 26 the airplane looked clean but still high, possibly touching down past midfield. The turn then steepened until the wingtip hit the ground at a 90-degree bank.
According to the passenger, the day before the accident, after landing at OCF, the pilot requested 10 gallons of fuel per wing. On the morning of the accident, engine start, taxi, run-up, acceleration, takeoff, and initial climb from runway 36 were normal. She then heard a sudden noise "like a click" and the engine stopped producing power. The pilot announced the loss of power and his forced landing plan. The airplane was north of both runways, and the left turn westbound was steady until over runway 26, when wings began rocking and the turn continued to the left until the bank angle reached 90° and the left wing struck the ground.
An airport employee reported his attention was drawn by a "sputter-cough" sound. He described a straight-ahead descent, a left turn over runway 26, two dips resembling a porpoising motion, then a sharp 90° left turn to ground contact.
Personnel and Aircraft Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land, rotorcraft-helicopter, and instrument airplane. His most recent FAA third-class medical certificate was issued on February 7, 2014, reporting 1,670 total hours.
The airplane was manufactured in 1981. Maintenance records were not recovered, but a copy of the most recent annual inspection showed it was performed on June 10, 2015, at 2,435.2 total aircraft hours.
Meteorological Information
Weather at the time included wind from 010° at 9 knots, 10 statute miles visibility, clear skies, temperature 14°C, dew point 3°C, and an altimeter setting of 30.15 inches of mercury.
Wreckage and Impact Information
The airplane came to rest upright on the flat grass infield. The wreckage path was oriented 212° and was about 300 ft long. The engine and mount were separated from the airframe but remained attached by cables and wires. The propeller was separated and found 45 ft down the wreckage path from the first ground scar.
The firewall, instrument panel, and center console were crushed aft and canted about 45° left. The windshield was destroyed, and the cabin roof was torn spanwise. The inboard sections of both wings remained attached. The left wing outboard of the flap was separated by impact. The right wing leading edge was crushed aft. Both wing fuel tanks contained fuel.
Control continuity was established after the wreckage was sectioned for recovery. The fuel selector handle was found between the "Left Tank" and "Off" placard positions, but crushed structure preserved its position.
Medical and Pathological Information
An autopsy determined the pilot's cause of death as blunt chest trauma. Toxicology testing was negative for alcohol and drugs.
Tests and Research
Engine-monitoring instrument data showed a rapid decrease in fuel flow at 0751:28, followed by decreases in engine rpm and manifold pressure. Subsequently, manifold pressure and rpm stabilized around 14 inches and 1,300 rpm until the end of recording.
The engine was examined and test run. After replacing impact-damaged components, the engine started immediately, accelerated smoothly, and ran continuously without interruption through the manufacturer's test run protocol and during rapid accelerations and decelerations.
CT scan imagery of the fuel selector valve revealed that the valve handle was positioned between the "Left Tank" and "Right Tank" detents, with all three ports open to each other. Fuel flow testing in the as-found position drew fuel from both tanks simultaneously. An exemplar engine was started and run using the accident fuel selector valve in the as-found position, reaching full power (2,700 rpm, 40 inches manifold pressure) and running normally for 8 to 10 minutes before being reduced to idle.
Additional Information
The manufacturer's Before Takeoff checklist step two read: "Fuel Selector … FULLEST TANK."