Accident Overview
On April 21, 2016, at about 1445 Pacific daylight time, a Mooney M20K (registration N97119) was substantially damaged when it impacted terrain during an aborted takeoff from Woodland State Airport (W27), Woodland, Washington. The rear seat passenger was fatally injured, and the commercial pilot and the front seat passenger received serious injuries. The airplane was registered to MC AIR, Inc., and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the cross-country flight destined for Renton Municipal Airport (RNT), Renton, Washington.
Personnel and Aircraft Information
The 52-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land, airplane single-engine sea, airplane multi-engine land, and instrument airplane, as well as a flight instructor certificate with a single-engine airplane rating. His most recent FAA second-class medical certificate was issued on June 22, 2015, with the restriction "must wear corrective lenses." According to his logbook, he had accumulated 2,915 total flight hours, with 46 hours in the preceding 6 months and about 100 hours in the accident airplane make and model.
The airplane, manufactured in 1981, was powered by a turbocharged, direct-drive, air-cooled, 210-horsepower Continental TSIO-360-LB7 engine. The most recent 100-hour inspection was completed on September 30, 2015, at a hobbs time of 1,916 flight hours; the engine had accrued 671 hours since major overhaul. Total airframe time at the accident was 1,926 hours.
Takeoff and Performance
The pilot reported computing a takeoff ground roll of about 1,250 ft and a distance to clear a 50-ft obstacle of about 2,200 ft. He set flaps to 10°, advanced the throttle to 2,700 rpm and 39 inches manifold pressure while holding the brakes, then released the brakes. The airplane lifted off after about 1,250 ft and climbed to about 35 ft above ground level but "then no longer seemed to accelerate as expected." The pilot lowered the nose, found the airplane "just above the ground," retarded the throttle, and flared into a nose-high attitude to avoid a berm about 415 ft beyond the departure end.
The front seat passenger stated that the pilot watched him fasten his seat belt but did not provide a safety briefing; the rear seat occupant was on a cellphone during takeoff. The witness video showed the airplane entered a slight nose-high attitude, left main landing gear lifted about 20 ft from the runway end, and the airplane reached an estimated maximum altitude of about 4 ft. After departing the asphalt runway, it touched down in grass about 75 ft before the airport perimeter fence (375 ft beyond the runway end). Estimated average groundspeed was about 65 knots; engine speed was constant at about 2,430 rpm until impact with the fence and berm.
Weight and Balance
The airplane's maximum gross weight was 2,900 lbs. Using the empty weight from the most recent weight and balance record (1,945 lbs) and occupant/fuel/baggage weights, the computed total weight was 2,978 lbs, exceeding the maximum by 78 lbs. The pilot's own estimate using an internet-derived empty weight of 1,804 lbs gave a total weight of 2,864 lbs.
Weather and Airport
Weather observations near the airport reported wind from 290° at 2–4 knots (1440), from 131° at 1–6 knots (1459), and from 070° at 4 knots (1453). Wind socks and trees in the video indicated calm or low wind. Airport elevation was 29 ft; runway 14/32 was asphalt. A perimeter fence was 375 ft beyond runway 32, and a 9-ft-tall berm was 415 ft beyond.
Wreckage and Impact
The airplane came to rest upright on the rising face of the berm on a magnetic heading of 320°. Initial impact was a crater containing both main landing gear. Both propeller blades showed chordwise striations; one blade was bent aft and tangled in the fence. The nose landing gear was in the debris path. Both wings remained attached with leading edge depressions and wingtip damage. Fuel system was intact with over 20 gallons drained; fuel was uncontaminated. Control continuity was confirmed. Flap jackscrew measured 1.75 inches (10° setting).
Medical and Pathological Information
Autopsy of the rear seat passenger listed cause of death as "blunt head and neck injuries," including scalp laceration, cervical vertebrae fractures (C1, C2, C4, C5), and facial contusions. The pilot sustained a burst fracture of lumbar vertebra L3, displaced fracture of right radial styloid, hand laceration, and shoulder/chest abrasions. The front seat passenger sustained a compression fracture of lumbar vertebra L1, forearm laceration, and knee abrasions. Both survivors' injuries were classified as serious due to lumbar fractures.
Tests and Research
Engine examination at the manufacturer's facility: initial tests showed sluggish start and rough idle; after retiming magnetos to 20° BTDC and adjusting fuel/air mixture, the engine reached 2,765 rpm and 40 inches manifold pressure. Propeller examination revealed damage consistent with sudden stoppage; one actuating link failed in tensile overload. Propeller governor testing showed it governed to a maximum of 2,590 rpm, below the specified 2,700 rpm.
Survival Factors
The airplane had three-point restraints at all four seating positions. The pilot and front seat passenger reported wearing lap belts and shoulder harnesses. The witness reported that after impact, the rear seat occupant's lap belt was fastened but shoulder harness was not. First responders reportedly unsecured the seatbelt for medical assessment. Postaccident photographs showed the rear left shoulder harness attached to the airframe but not attached to the lap belt insert tab. Seat belt testing showed normal function.
Additional Information
The "Rejected Takeoff" section of the FAA Airplane Flying Handbook recommends having a predetermined abort point and, if not airborne, reducing power to idle and applying maximum braking.