History of Flight
On June 11, 2016, at about 1246 eastern daylight time, a Mooney M20E, registration N7830V, was substantially damaged when it impacted terrain while maneuvering after a go-around at Collegedale Municipal Airport (FGU), Collegedale, Tennessee. The private pilot and two passengers were fatally injured, and one passenger was seriously injured. The airplane was operated under 14 CFR Part 91. Visual meteorological conditions prevailed; no flight plan was filed.
The flight originated from North Perry Airport (HWO), Hollywood, Florida, and landed at Harris County Airport, Pine Mountain (PIM), Georgia, before continuing to FGU. GPS data showed the airplane departed PIM at 1128:14 and proceeded toward FGU.
A flight instructor conducting a flight with a student pilot reported he was about 3 miles east of FGU, setting up to land on runway 21, when he saw the accident airplane on short final approach for runway 3. The instructor confirmed via the common traffic advisory frequency that wind favored runway 21. He did not hear radio communications from the accident airplane. Shortly after, he observed the accident airplane in a climbing left turn near the departure end of runway 3, about 80 to 100 ft above ground. The airplane then made a steep 45° to 60° bank to the right with a nose-high attitude. As it progressed through the turn, the nose dropped, and it began a slow 270° rotation at a high descent rate.
GPS data indicated the go-around began at 1245:20. The airplane made a left climbing turn with groundspeeds between 79 and 67 mph, reaching a maximum GPS altitude of about 1,080 ft at 1245:50. The left turn continued for another 10 seconds as the airplane descended to 990 ft with an average groundspeed of about 75 mph. The last GPS target at 1246:01 showed a right turn at 971 ft and 74 mph.
The airplane impacted the ground and came to rest upright on grass adjacent to the east side of runway 3, about 1,000 ft from the approach end of runway 21.
Personnel Information
The pilot held a private pilot certificate with an airplane single-engine land rating. His most recent FAA third-class medical certificate was issued on January 26, 2015, with no limitations; he reported 550 total flight hours at that time. A pilot logbook indicated about 16 hours in the accident airplane between February and April 2015 and a completed flight review on January 28, 2015. The last logbook entry was dated April 11, 2015. The investigation could not determine the pilot's flight experience during the 14 months preceding the accident.
Aircraft Information
The four-seat, low-wing, retractable-gear, all-metal airplane was manufactured in 1964. It was powered by a 200-horsepower Lycoming IO-360-A1A engine with a three-blade constant-speed Hartzell propeller. The pilot purchased the airplane on February 13, 2015. The most recent annual inspection was on February 1, 2016, at an airframe total time of about 2,990 hours. The engine had about 93 hours since major overhaul. At the accident, the airplane had been operated about 25 hours since the annual inspection and about 70 hours since purchase.
Meteorological Information
The 1253 weather observation at Lovel Field Airport, Chattanooga, Tennessee (9 nautical miles west) reported calm wind, 10 statute miles visibility, few clouds at 5,000 ft, temperature 33°C, dew point 16°C, and altimeter 30.14 inches of mercury.
Wreckage and Impact Information
A 70-ft-long ground scar oriented on a magnetic heading of about 200° led to the main wreckage, which rested on a heading of about 050°. All major portions were accounted for. The airplane was not equipped with shoulder harnesses. The landing gear was retracted; the fuel selector was positioned to the left fuel tank. The right wing separated near its root; the right flap remained attached, and the right fuel tank was compromised with no fuel observed. The left wing remained attached; the left flap separated and was under the wing. An undetermined amount of fuel leaked from the left tank; about 15 gallons were recovered. The aft 5 ft of the fuselage was deformed.
Flight controls were actuated by push-pull tubes. All primary controls remained connected at their attach points. Continuity was confirmed from elevator and rudder to the forward cockpit. Due to impact damage, continuity could not be confirmed from the forward cockpit to the control yokes or from ailerons to the forward cockpit. The preimpact flap position could not be determined.
The engine and front portion were displaced downward and right. The crankshaft rotated by hand via the propeller assembly, which remained attached; two blades showed evidence of rotation. Valve train continuity and thumb compression were obtained on each cylinder. Borescope examination revealed no anomalies. Oil suction and fuel servo inlet screens were absent contamination. Both magnetos produced spark when rotated by hand.
Medical and Pathological Information
An autopsy on the pilot performed by the Hamilton County Medical Examiner determined the cause of death as "multiple blunt forces injuries." No significant natural disease was identified. Toxicological testing was negative for any tested substances. Testing on specimens from initial hospital admission identified midazolam in blood and serum, a sedative hypnotic benzodiazepine commonly used during resuscitative efforts. Hospital records indicated paramedics administered midazolam as part of on-scene care.