History of Flight
On October 21, 2021, at 1631 eastern daylight time, a Mooney M20J, N3933H, was substantially damaged when it crashed at Holly Ridge/Topsail Island Airport (N21), Holly Ridge, North Carolina. The commercial pilot and one passenger received fatal injuries, one passenger was seriously injured, and one passenger received minor injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Radar data from the Federal Aviation Administration indicated that the pilot and front-seat passenger had completed a 30-minute local flight at 1603. Two additional passengers then boarded the airplane before the accident flight.
Review of a video recorded by a witness at N21 showed the airplane beginning its takeoff roll on the 3,591-ft-long grass runway. After lift-off, the wings wobbled as it climbed, turned left, and descended into a wooded area about two-thirds down the runway. A video recorded by a surviving passenger revealed that the engine continued operating throughout the accident sequence and sounds consistent with a stall warning horn were heard before impact.
Personnel Information
The recovered pilot’s logbook, labeled “Logbook 3,” contained entries from October 23, 2006, to September 17, 2021. During that period, the pilot recorded 436 hours of flight experience, all but 2.2 hours in the accident airplane. The pilot completed a flight review on September 17, 2021, which was the only flight recorded in the logbook during the 14 months before the accident.
Aircraft Information
Maintenance records showed that the airplane's most recent annual inspection was completed on February 21, 2021, at 3,248.57 total aircraft hours. The tachometer indicated 3,252.42 total aircraft hours at the accident site.
Weight and balance estimates were performed with full fuel tanks and with half-full tanks, using actual occupant weights. With half fuel, the gross weight was approximately 2,668 lbs and the center of gravity about 48 inches. With full fuel, the gross weight was approximately 2,860 lbs and the center of gravity about 48 inches. The airplane’s maximum allowable gross weight was 2,740 lbs, and the aft center of gravity limit was 50.1 inches.
The accident airport had no fuel services. The airport manager stated that most pilots obtained fuel at nearby Henderson Field (ACZ) in Henderson, North Carolina. Fueling receipts from ACZ showed that the accident airplane was serviced with 47 gallons of 100LL aviation fuel on September 17, 2021.
Wreckage and Impact Information
The airplane came to rest on a heading of 081°, with the empennage against a tree in a vertical, nose-down attitude. All major components were accounted for. The left wing was fractured at the root and separated from the fuselage, lying about 12 ft to the right; the left wing tip and aileron were separated and located about 40 ft east of the main wreckage. The right wing and fuel tank remained attached and contained about 15 gallons of fuel. The left wing fuel tank was breached.
Flight control continuity for the left wing was confirmed from the separation point to the aileron and flap. Continuity of the remaining flight controls was confirmed from the surfaces to the cockpit. Measurement of the flap actuator jackscrew indicated a setting of 0° (fully retracted).
The engine was partially disassembled for examination. The propeller was cut to allow rotation. The crankshaft was rotated via the propeller hub, and continuity to the rear gears and valvetrain was observed. Compression and suction were confirmed at all four cylinders using the thumb method. The engine-driven fuel pump was hand-actuated and pumped air from the outlet port. The fuel flow divider was partially disassembled; the rubber diaphragm was undamaged, and fuel was present in both the pump and flow divider. The magneto drive was rotated with an electric driver and produced spark at all ignition towers.
Additional Information
The FAA Weight and Balance Handbook (FAA-H-8083-1) states that most modern aircraft are designed such that when all seats are occupied, baggage full, and fuel tanks full, the aircraft is grossly overloaded. Overloading can reduce climb rate and angle, lower service ceiling, reduce cruising speed and range, decrease maneuverability, and increase takeoff and landing distances. The Pilot's Operating Handbook includes tables for expected performance at various weights.
According to FAA Advisory Circular AC-61-23C, the effect of torque increases with engine power, airspeed, and airplane attitude. During takeoffs and climbs, when torque is most pronounced, the pilot must apply sufficient right rudder to counteract the left-turning tendency.
The airplane's pilot operating handbook, Section IV, Normal Procedures, specifies that before takeoff, wing flaps should be set to 15°.
Acoustic and vibration analysis of audio from witness and passenger videos, performed by the propeller manufacturer and an NTSB performance engineer, estimated the engine was running at or about its 2,700 rpm takeoff power setting. The engine sounds were smooth and continuous throughout each video.