Accident Overview
On December 13, 2022, at 0925 central standard time, a Mooney M20B, registration N74586, was substantially damaged in an accident near Kellyton, Alabama. The pilot, the sole occupant, was fatally injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a positioning flight.
Flight History
The airplane departed runway 36 at Perry-Houston County Airport (PXE) in Perry, Georgia, at about 0825 on an instrument flight rules (IFR) flight plan to Bessemer Airport (EKY) in Bessemer, Alabama. After departure, it turned west and climbed to 6,000 ft msl. At about 0918, the pilot transmitted “mayday” multiple times and reported a rough-running engine. The controller provided course guidance to Thomas C Russell Field Airport (ALX) in Alexander City, Alabama, estimated to be about 8 miles away. Postaccident flight track data showed the airplane was about 11 nautical miles northeast of the airport at that time.
Shortly after initiating a left turn toward ALX, the pilot reported that engine power had been restored, but he wanted to continue to the nearest airport. The controller provided weather conditions at ALX: an overcast ceiling at 800 ft above ground level and 10 statute miles visibility. The pilot indicated he was in instrument meteorological conditions, and the controller continued to provide headings. About four minutes after reporting restored power, the pilot stated, “I’m engine out.” Radio and radar contact were lost shortly thereafter about 5.8 nm north-northeast of ALX.
Witness and Video Evidence
A witness near the accident site heard tree branches breaking and saw the airplane “clipping the trees.” The airplane appeared level, and there was no engine noise. Video from the property owner showed the airplane impacting trees, rolling inverted, and descending nose-first to the ground. The wreckage was located 5.5 nm north of ALX and about 1.25 nm west of the last radar-observed position.
Pilot Information
The pilot’s logbook indicated 370.6 total flight hours as of September 4, 2022, with 18 hours in actual instrument conditions. No logbook entries were made after that date. In a November 9, 2022 social media post, the pilot stated he had reached 520 total flight hours. He had received his instrument rating, commercial pilot certificate, and multi-engine land rating within the nine months before the accident.
The airplane owner reported that the pilot worked for him flying various airplanes. The pilot had flown the accident make and model for the first time on a repositioning cross-country flight the day before the accident, lasting about one hour or less, and received “at least an hour” of ground instruction on the airplane.
Pilot Communications
After the previous day’s flight, the pilot texted a friend asking if the autopilot worked; the friend replied no, and that “it never has.” The pilot also asked: “do you have to swap fuel tank sides in the Mooney like an archer/warrior or does it all crossfeed?” The friend replied that switching tanks was required, and he did so every 45 minutes. The pilot responded that he had not done so during that flight but would during the next.
A witness who drove the pilot to the airport on the accident morning recalled the pilot hoping the airplane was already fueled for preflight checks. The witness stated that an airport employee said the plane was “fueled and ready,” and the pilot took a photo of the fuel receipt.
Maintenance and Fuel Records
The most recent annual inspection was completed on December 8, 2022, at a tachometer time of 3,361.8 hours. The tachometer at the accident indicated 3,365.9 hours. The pilot flew about 2 of the 4.1 hours since the inspection.
Fuel consumption calculations based on the pilot’s operating handbook and supplement indicated about 10.15 gallons consumed between engine start and the first mayday call. The airplane had a Supplemental Type Certificate modification for bladder fuel tanks, but the STC did not list the Model M20B as applicable, so actual fuel capacity could not be determined.
Fuel logs from Waycross-Ware County Airport (AYS) in Waycross, Georgia, showed 22.2 gallons purchased the day before the accident. A photo of a fuel receipt from the pilot’s phone reflected 38.2 gallons purchased at PXE, but the registration on the receipt was of a different airplane.
Wreckage and Engine Examination
The airplane came to rest inverted in a pasture. All portions were intact except the outer left wing, including the left aileron, found at the base of large trees about 68 ft from the main wreckage. The fractured wing tip showed leading edge damage consistent with tree impact during a left turn.
The propeller hub with blades was impact-separated from the engine and embedded at the impact point. Blades showed minimal chordwise rotational scoring and no remarkable twisting; one blade had aft bending. The engine compartment and cockpit were impact-crushed aft; fuselage and empennage were substantially damaged. Engine control levers were full forward; the turbocharger control lever was full aft.
Control continuity was established for rudder and elevator, but not for ailerons due to impact damage. Main landing gear remained in wheel wells; nose gear was pulled out. Flaps were fully up.
Fuel bladders remained intact. Left wing fuel vent showed staining and leakage; the right wing had no evidence of leakage. About 18 gallons of fuel were drained from the left tank; the right tank was empty. No fuel was found in the fuel hoses or system components. The fuel selector was positioned to the right wing tank.
Engine examination showed sparkplug electrodes consistent with normal operation. All cylinders achieved thumb suction and compression. Crankshaft and camshaft continuity was confirmed. Magnetos produced sparks. The carburetor fuel screen was free of debris; float bowl had no fluid or sediment. The engine-driven fuel pump showed suction and expulsion when rotated. No fuel was found in the fuel lines.
Pilot's Recent Experience with Fuel Systems
A review of the pilot’s logbooks and social media indicated that a significant portion of his recent flight experience was in airplanes that either did not require in-flight fuel tank switching or in Piper airplanes where the fuel selector was painted red and located on the left sidewall. In the accident make and model, the fuel selector is painted black and located on the floor beneath the pilot’s seat.