History of Flight
On October 25, 2019, about 1200 mountain daylight time, a Mooney M20J, registration N201BJ, was substantially damaged in an accident near American Falls, Idaho. The pilot sustained fatal injuries. The flight was conducted as a personal flight under 14 CFR Part 91.
A witness approximately 2 miles from the accident site reported seeing the airplane flying at low altitude, "barely above the treetops." The airplane then turned and descended straight down.
Data from an onboard GPS unit showed the airplane departed Dinsmore Airport (D63), Dinsmore, California, about 0711 Pacific daylight time. It traveled southeast for about 5 miles before turning left to a heading of about 070° magnetic, consistent with a direct route to Boire Field Airport (ASH), Nashua, New Hampshire. The airplane climbed to about 11,800 ft and accelerated to about 175 knots ground speed, maintaining that altitude and heading for about 430 miles. Around 0923, the airplane diverged southeast, tracking toward American Falls Airport (U01), American Falls, Idaho. About 33 minutes later, it began descending. By 1008:44, the airplane had descended to 5,160 ft (760 ft above ground level) about 3.5 miles from U01 and performed a 180° left turn away from a populated area. The last GPS data point at 1009:23 showed the airplane at about 310 ft agl, 82 knots, about 0.3 mile east of the accident site and about 3.5 miles short of U01. A highway was located about 450 ft east of the accident site.
An engine data monitor (EDM) recorded engine parameters. During the last 2 minutes of the flight, cylinder head temperatures dropped from about 315°C to about 184°C, exhaust gas temperatures from about 1,400°C to about 245°C, and manifold pressure increased from 19 to 25.5 inches of mercury. About 1 minute before the end of data, oil pressure dropped from 62 psi to 0 psi, and engine speed dropped from 1,311 rpm to 1 rpm. Fuel flow was about 13 gallons per hour for most of the flight but dropped to 0 gallons per hour in the last 2 minutes. The EDM reported 12.8 gallons of fuel remaining at the end of the flight, but the pilot's guide cautioned against relying solely on fuel flow instruments.
Wreckage and Impact Information
The airplane came to rest on flat sandy terrain on a heading of about 321° magnetic. The debris field extended about 120 ft by 45 ft, consisting mainly of small cabin items. All major components were near the fuselage. The right wing had separated and rested against the right side of the fuselage, with heavy crushing near the wing tip. A long gouge in the soil about 20 ft north of the fuselage and the right composite wingtip adjacent to it indicated a right-wing-low impact. The propeller separated and was partially buried, spinner first, with blades in the feathered position; the propeller governor control arm was also feathered. The right-wing contact and propeller deposition were consistent with a near-vertical impact. Fuselage damage concentrated at the engine cowling and cabin area displayed upward and aft crushing. The vertical stabilizer remained intact but bent left. The left horizontal stabilizer and elevator remained attached and partially buried. The right horizontal stabilizer and elevator were damaged where the right wing came to rest. The flap actuator was extended about 2.5 inches (flaps up). The landing gear was retracted, but the gear handle was down and bent.
Postaccident examination revealed no visible fuel in any of the four tanks and no hydraulic deformation of forward tank walls. All fuel caps were secured with soft, pliable seals. Examination of the airframe and engine found no mechanical malfunctions or failures that would have precluded normal operation.
Additional Information
The pilot's user manual for the JPI-830 EDM stated that for fuel calculations to be accurate, the EDM must be informed of the correct amount of usable fuel onboard, and that pilots should not rely solely on fuel flow instruments. The FAA-approved Airplane Flight Manual Supplement for N201BJ included procedures for engine failure after liftoff, directing the pilot to feather the propeller and follow power-off landing procedures.
Toxicology testing on femoral blood identified Delta-9-tetrahydrocannabinol (THC) at 8.7 ng/ml, its inactive metabolite at 20 ng/ml, and its active metabolite at 1.0 ng/ml. Testing by the FAA on cavity blood found 24.1 ng/ml of THC, 18.3 ng/ml of the inactive metabolite, and trace amounts of the active metabolite. All three compounds were also found in urine. A backpack recovered from the cockpit contained three small containers of marijuana and smoking paraphernalia.