History of Flight
On June 14, 2023, about 0903 central daylight time, a Mooney M20R airplane, N1025C, was destroyed during an accident near Watertown, Wisconsin. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
The pilot filed an instrument flight rules flight plan from Watertown Municipal Airport (RYV) to Manitowish Waters Airport (D25) with an enroute cruise altitude of 8,000 ft msl. At 0853, the pilot was cleared direct D25, instructed to climb and maintain 3,000 ft msl after takeoff, and to expect 6,000 ft msl about 10 minutes after departure.
ADS-B flight data showed that at 0900:46, the airplane was on initial climb from runway 5 at RYV. An airport surveillance video captured the airplane climbing wings level into an overcast ceiling. The RYV weather station reported an overcast ceiling at 300 ft agl. Several pilot reports indicated cloud tops at about 3,000 ft msl.
At 0901:07, the airplane entered a climbing left turn toward west-northwest. At 0901:50, the airplane began a descent from 1,734 ft msl while still turning left. At 0902:00, it descended at 1,941 fpm with a 30° left-wing-down roll angle. About 5 seconds later, the airplane climbed from 1,481 ft msl while in a left turn toward west-northwest at 163 KCAS.
At 0902:22, the airplane flew west at 133 KCAS climbing 3,394 fpm. About 8 seconds later, it was in a left turn toward southwest at 111 KCAS climbing 1,986 fpm. At 0902:44, the airplane entered a climbing right turn toward north. At 0902:53, it entered a descending right turn from a maximum altitude of 2,793 ft msl. About 15 seconds later, the roll angle was about 80° right-wing-down as it descended at 11,411 fpm in a right turn toward northeast.
At 0903:10, the final ADS-B data point showed the airplane at 211 KCAS descending 13,504 fpm with a 56° right-wing-down roll angle. The Mooney M20R Pilot Operating Handbook lists VNE as 196 KCAS. The final track point was at 1,166 ft msl about 255 ft east-northeast of the initial impact point.
A witness reported seeing the airplane descend “nose first” into a grass field and wooded area near soccer fields in Brandt-Quirk Park, followed by a large explosion.
Personnel Information
The pilot’s flight logbook was recovered. The final entry was dated May 15, 2023; postaccident calculations indicated total flight experience of 1,714.9 hours. The logbook did not include a total instrument flight time parameter. The pilot’s son reported the pilot was the only individual who flew the airplane. ADS-B data showed the pilot flew at least 26.1 hours during the year before the accident, 8.3 hours in the previous 6 months, 8.3 hours in the previous 3 months, and 5.7 hours in the month before the accident. The pilot flew at least 4.5 hours after his final logbook entry, bringing total experience to about 1,719.4 hours.
On October 4, 2022, the pilot completed his last flight review and instrument proficiency check (IPC) in the airplane. During the 6 months after his last IPC, he routinely logged the entirety of each flight as simulated instrument time and completed one instrument approach per flight. However, logbook entries did not record the location and type of each approach nor the name of a safety pilot as required by 14 CFR 61.51.
Meteorological Information
The accident site was between two low-level troughs, with low-level wind flow from the Great Lakes increasing low-level moisture. Surface winds were light, favoring low clouds and fog. The departure airport reported calm wind, visibility 5 miles, and a 300 ft agl overcast ceiling at the accident time.
AIRMET Sierra for IFR conditions due to precipitation and mist was valid for the site. The Graphical Forecasts for Aviation indicated LIFR to IFR conditions and a north wind of 5 knots, with broken-to-overcast clouds bases about 1,000 ft msl and tops about 3,000 ft msl.
Weather satellite imagery and HRRR models noted cloud tops around 6,500 ft msl, but pilot reports near the site within 90 minutes of the accident reported cloud tops between 3,000 and 3,800 ft msl.
The pilot filed a flight plan with Leidos Flight Service but did not request weather information. He had a registered ForeFlight account with no recorded activity on June 13-14, 2023. It is unknown what weather information the pilot checked.
A GoPro Hero 8 recovered from the wreckage contained a photo captured at 0903:01 showing the airplane’s right wing through the right passenger window, with significant clouds obstructing the ground, consistent with IMC. The photo was taken at a GPS altitude of 2,297 ft.
Wreckage and Impact Information
The initial impact point was a concrete curb and asphalt road in Brandt-Quirk Park. The debris path projected east. Initial impact included multiple propeller strike gouges and linear scratches. The main wreckage was in a wooded area along a creek about 260 ft from the initial impact point.
Multiple areas of turf and tree foliage showed evidence of fuel blight and/or fire. The local fire department reported several small fires. The left wing separated near the wing root and was relatively intact. The cabin, cockpit, seats, aft fuselage, empennage, and right wing were highly fragmented and scattered.
The engine separated from the fuselage and was in a grass field about 333 ft east of the initial impact point. Both main landing gear assemblies were also in the grass field. The farthest component was part of the engine starter motor assembly, about 739 ft east of the initial impact point.
All major structural components were accounted for. Ailerons, flaps, rudder, elevator, and speed brakes were identified. Flight control continuity could not be confirmed due to extensive impact damage. The landing gear linear actuator jackscrew was fully exposed, consistent with a retracted gear position.
The engine exhibited extensive impact damage preventing crankshaft rotation. The upper crankcase had a large crack between cylinders 2 and 3. Three of six cylinder heads separated; the remaining three had extensive damage. Multiple intake and exhaust valves separated. All six pistons remained in cylinders. The propeller flange and crankshaft showed overload separation. All engine accessories separated. Left and right magnetos were damaged and could not be tested. The engine-driven fuel pump and propeller governor were not tested. The fuel manifold, injector lines, oil filter, oil sump, and rear crankcase were separated or missing.
The propeller hub with two blades separated from the crankshaft. The remaining blade separated and was found in two pieces. All three blades exhibited spanwise bending, fractures, twisting, chordwise scratching, and leading-edge damage.
Medical and Pathological Information
The 73-year-old pilot’s last aviation medical examination was on September 18, 2016, at which he reported high blood pressure and sleep apnea treated with CPAP. He was issued a third-class medical certificate via AME-Assisted Special Issuance, valid until September 30, 2017. He subsequently completed the BasicMed course and checklist on September 17, 2021.
Recent medical records indicated treatment for high blood pressure, arthritis, back pain, insomnia, obstructive sleep apnea, and low testosterone. He had extensive systemic steroid use, muscle relaxants, and narcotics. No information on CPAP usage or cardiac catheterization results was available.
Autopsy performed by the Fond du Lac County Chief Medical Examiner listed cause of death as multiple injuries. Due to injury extent, structural evaluation of brain, heart, and lungs was not possible; no significant natural disease was identified.
Toxicological testing by NMS Labs and the FAA Forensic Sciences Laboratory detected multiple substances in the pilot’s tissues: caffeine, acetaminophen, codeine (up to 220 ng/g in muscle), ethanol (0.022 g/hg in lung, 0.059 g/hg in muscle), gabapentin (up to 5237 ng/g in lung), hydrocodone (1 ng/g in lung), morphine (up to 18 ng/g in lung), delta-8-tetrahydrocannabinol (up to 24 ng/g in muscle), carboxy-delta-8 THC, 11-hydroxy-THC, valsartan, hydrochlorothiazide, and diclofenac.
The FAA publication discusses spatial disorientation, noting factors such as flight in IMC and changes in acceleration. The FAA Airplane Flying Handbook describes hazards when the ground or horizon are obscured.
Federal regulations (14 CFR 61.57 and 61.51) require recent instrument experience and proper logging of instrument time. 14 CFR 68.3 requires pilots under BasicMed to certify understanding of prohibition on operations during medical deficiency.