History of Flight
On September 25, 2016, about 1230 eastern daylight time, a Mooney M20J, registration N526AM, was substantially damaged when it impacted terrain during initial climb after a balked landing at Sky Manor Airport (N40), Pittstown, New Jersey. The private pilot and the passenger were fatally injured. The airplane was privately owned and operated under 14 CFR Part 91. Visual meteorological conditions prevailed, and no flight plan was filed. The flight departed Pennridge Airport (CKZ), Perkasie, Pennsylvania, about 1200.
The pilot had rented the airplane at Trenton-Robbinsville Airport (N87), Robbinsville, New Jersey. Security camera video showed he boarded and departed N87 at 1121. He flew to CKZ to pick up the passenger, then proceeded to N40.
Numerous witnesses at N40 reported two landing attempts on runway 25. During the first approach, the airplane appeared fast; it bounced on touchdown, and the pilot aborted, climbing back into the traffic pattern. Video from a security camera showed that during the second attempt, about 1229, the airplane touched down more than halfway down the runway. Wing flaps were extended, and a visible flag indicated a variable right-quartering tailwind. Witnesses said the airplane was fast, touched down nose wheel first, then bounced multiple times, becoming airborne again. It touched down about 400 to 500 feet before the runway end and remained on the surface. Engine power increased as the airplane approached the pavement end, and it began to climb.
Witnesses described a slow climb over a field surrounded by trees; some reported the engine did not seem to be producing full power. As the airplane neared the tree line, it appeared to climb steeply, cleared the trees, then abruptly banked steeply left, pitched nose down, and descended out of view behind the trees. One witness living nearby noted the airplane was very low and slow compared to others departing N40. It rose slightly, pivoted nose down, and rapidly lost altitude behind a barn. Another witness heard the engine running as it descended. Both heard the sound of impact shortly after losing sight.
Personnel Information
According to FAA records, 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 February 10, 2016. His logbook showed about 188 total flight hours, with 36 hours in the accident airplane make and model. His most recent flight before the accident was on January 14, 2016, in a Piper PA-28-181, about 8 months earlier. His most recent flight in a Mooney M20J was on November 21, 2015, about 10 months before the accident.
Aircraft Information
The four-place, complex, single-engine monoplane featured a tubular steel cabin frame with non-structural aluminum skins, a semi-monocoque tail cone, and a full cantilever laminar-flow wing. It had a retractable, electrically operated tricycle landing gear, steerable nose wheel, and hydraulic disc brakes. Power came from an air-cooled, fuel-injected, 200-horsepower Lycoming engine driving a two-blade, variable-pitch, constant-speed McCauley propeller.
Manufactured in 1980, the airplane's most recent 100-hour inspection was completed on August 13, 2016, at which time total airframe hours were about 4,690.3, and engine hours since major overhaul were about 100.
Meteorological Information
At 1253, weather at Somerset Airport (SMQ), Somerville, New Jersey, 15 nautical miles east of the accident site, included wind 350° at 10 knots, visibility 10 miles, clear sky, temperature 21°C, dew point -1°C, and an altimeter setting of 30.17 inches of mercury. Crosswind calculation indicated about a 2-knot tailwind on runway 25 at the time of the accident.
Wreckage and Impact Information
Examination of runway 25 revealed two fresh propeller strike marks and a tire transfer mark perpendicular to and imprinted over one propeller strike, located 1,747 feet from the runway start and about 4 feet 11 inches right of centerline.
The accident site showed ground scars and wreckage distribution consistent with a nose-down impact in a field, with the airplane coming to rest against a tree. A small tree about 6 feet high was knocked down, with propeller strike marks on three branches.
The right wing leading edge exhibited crush and compression from tip to midspan, accordion damage to the spar. The right wing root trailing edge also showed compression damage. The left wing outboard panel was crushed and bent back about 30°. The engine separated from its mount and lay forward of the left fuselage. The empennage was nearly separated; the right horizontal stabilizer and elevator were wrinkled and impact-damaged; the vertical stabilizer and rudder were damaged, with the rudder partially separated. Landing gear was down, flaps were up. Fuel caps were closed and locked; tanks were breached with residual fuel. The throttle, propeller, and mixture controls were full forward; cowl flaps were closed.
One propeller blade remained attached to the crankshaft flange, exhibiting "S" bending, twisting, leading edge gouging, chordwise scratching, and tip curling of about 150° with polishing. The separated blade had chordwise scratching and black transfer marks near the tip. These were consistent with a propeller strike.
The engine remained partially attached to the firewall by hoses and cables. Exhaust tubing was crushed; the muffler was crushed and separated. Crankshaft, rear gears, and valve train continuity were confirmed; compression and suction were present on all cylinders. The fuel injector servo was impact-fractured, with throttle arm at full throttle and mixture arm at full rich. No debris was found in the fuel inlet screen. The fuel flow divider and injector lines were secure; nozzles unobstructed. The engine-driven fuel pump was fractured; no internal damage. Liquid with aviation gasoline odor was found in the pump, servo, and divider. The magneto installation was impact-damaged; sparks were observed when rotated. Ignition harness was damaged; spark plugs had dark gray deposits and normal wear. The starter and alternator appeared undamaged; alternator belt broken. Vacuum pump had no damage. No metallic debris in oil suction screen or filter media; oil cooler was impact-damaged.
Additional Information
14 CFR 61.57 requires three takeoffs and landings in the preceding 90 days to carry passengers, in the same category, class, and type.
Engineering data for the M20J showed propeller clearance exceeded FAA requirements under all conditions. The three-view drawing indicated 9.5 inches of clearance in level takeoff attitude; nose-down touchdown could significantly reduce this.
The M20J AFM/POH specifies during a go-around: increase power to full throttle, establish 75 mph (65 knots) IAS, then retract flaps while accelerating to 84 mph (73 knots) IAS, then retract gear. For landing: final approach speed 81 mph (71 knots) IAS with full flaps; touchdown main wheels first, then lower nose wheel.
The Normal Landing Distances Chart (maximum gross weight, 40°C) indicated ground roll of 956 to 1,118 feet, total over 50-foot obstacle 2,129 to 2,269 feet. The outside air temperature at accident time was about 21°C, so landing distances would be shorter.
The Airplane Flying Handbook notes that a normal touchdown involves selecting a landing point beyond the threshold but within the first third of the runway, avoiding excessive speed, and touching down on main wheels first with proper landing attitude.
Medical and Pathological Information
The Hunterdon County Medical Examiner performed autopsies; cause of death for both occupants was blunt force trauma. FAA toxicology tests on the pilot were negative for ethanol and drugs of abuse.