History of Flight
On March 13, 2020, about 1447 Pacific daylight time, a Mooney M20K, registration N777WP, was involved in an accident near Sylmar, California, resulting in substantial damage. The flight, operated as a Title 14 Code of Federal Regulations Part 91 personal flight, departed Southwest Oregon Regional Airport (OTH) around 1040 and was destined for Van Nuys Airport (VNY).
Review of automatic dependent surveillance-broadcast (ADS-B) data and air traffic control communications revealed that the pilot initially advised the Van Nuys tower controller of being inbound on the instrument landing system (ILS) at 1443:22. The airplane was aligned on the localizer course to runway 16R. Between 1443:24 and 1444:39, the track deviated left and right of the localizer while descending from 4,281 ft mean sea level (msl) to 3,563 ft msl. The controller cleared the pilot to land and reported wind from 140° at 7 knots. At 1444:44, data showed a right turn to a west-southwesterly heading, followed by a left turn to southerly heading at 1445:02 at 3,163 ft msl. The controller then advised the pilot of a deviation to the west and low altitude; the pilot responded that they were on course and level. About 14 seconds later, a right turn to westerly heading occurred at 3,419 ft msl. The controller alerted the pilot of being right of course, and the pilot responded they were turning.
At 1445:54, the controller instructed the pilot to fly heading 160° and climb to 5,000 ft. The pilot acknowledged the altitude only. The controller repeated the heading and climb instructions; the pilot again acknowledged only the altitude. The controller then asked the pilot to confirm the heading, but received no response. After further attempts, at 1446:30 the pilot replied “copy, 7WP.” No further acknowledgments were received. At 1446:45, data showed a right turn to southerly heading at 3,106 ft msl, continuing until 1447:03 when a right 270° turn began, with altitude fluctuating between 2,288 ft and 2,700 ft msl. The last radar target was at 1447:14 at 2,638 ft msl near the accident site.
Personnel Information
The pilot's most recent logbook was not located. However, an insurance application dated February 5, 2020, indicated the pilot had accumulated 4,594 total flight hours, of which 3,560 hours were in the accident make and model. The amount of instrument flight time or instrument proficiency status could not be determined.
Meteorological Information
At 1451, the automated weather observation station at Van Nuys Airport, about 8.5 miles south of the accident site, reported wind from 160° at 6 knots, visibility 10 statute miles, few clouds at 700 ft, scattered clouds at 1,100 ft, overcast at 1,800 ft, temperature 12°C, dew point 11°C, and altimeter 29.92 inHg.
At 1456, a SPECI at VNY reported wind from 150° at 4 knots, visibility 7 statute miles, broken clouds at 900 ft, overcast at 1,800 ft, temperature 13°C, dew point 11°C, and altimeter 29.92 inHg.
About 20 minutes before the accident, pilot reports indicated cloud tops varied from 7,500 ft to 5,500 ft msl over the Burbank and Los Angeles areas.
Wreckage and Impact Information
Examination of the accident site showed the airplane struck power lines about 50 ft high on a heading of about 064° before impacting terrain about 250 ft east and downslope of the lines. The fuselage came to rest inverted on a heading of about 014° magnetic in a canyon with mountainous, tree-covered terrain at an elevation of about 2,315 ft msl. The wreckage debris path was about 260 ft long, oriented on a heading of about 064° magnetic, and contained all major structural components.
Flight control continuity was established from the cockpit to all primary flight controls. Numerous control system separations were noted, consistent with being cut by recovery personnel or exhibiting overload separation signatures. No evidence of any preexisting mechanical malfunction with the airframe or engine, including the vacuum system, was found that would have precluded normal operation.
Additional Information
The FAA Civil Aeromedical Institute's publication "Introduction to Aviation Physiology" defines spatial disorientation as a “loss of proper bearings; state of mental confusion as to position, location, or movement relative to the position of the earth.” Factors contributing to spatial disorientation include changes in acceleration, flight in instrument meteorological conditions, frequent transfer between visual and instrument flight rules, and unperceived changes in aircraft attitude.