Accident Overview
On October 26, 2023, at 1430 eastern daylight time, a Mooney M20E, registration N1953Y, was substantially damaged in an accident near Pembroke Pines, Florida. The pilot, who was the sole occupant, was seriously injured. The flight was operating under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Pilot's Account
The pilot reported that before the flight, he requested 20 gallons of fuel be added to each wing (40 gallons total). He conducted a preflight inspection per his checklist, including sumping both main tanks after fueling. After entering the cockpit, he sumped both fuel lines from the interior valve. Engine start on the right fuel tank showed normal indications for oil pressure, oil temperature, fuel flow, amperage, and voltage. He taxied to the southwest run-up area, performed run-up checks (flight controls, magnetos, propeller cycle, vacuum gauge, ammeter, voltmeter, idle check), all in the green. After receiving takeoff clearance, he departed from North Perry Airport (HWO).
The pilot flew to Dade-Collier Training and Transition Airport (TNT) for touch-and-go landings but performed only one due to TNT closing for maintenance. He then returned to HWO. During descent to runway 10L, he completed his pre-landing checklist, ensuring ram air handle closed, cowl flaps closed, wing flaps set, electric boost pump on, and fuel selector valve handle set. He realized he had been on the right tank for about an hour and switched to the left tank to balance fuel load while approaching final.
After touchdown, he retracted wing flaps, assessed remaining runway, and opted for a touch-and-go. He applied full throttle and confirmed a positive rate of climb. At approximately 150 feet, the propeller rpm slowed drastically. He banked left to return, and the propeller stopped completely. He declared an emergency, confirmed landing gear down and locked, saw traffic on a roadway ahead, and aimed for a grassy area next to a sidewalk.
Witness Observations
A witness reported seeing the pilot prepare the aircraft but did not observe him sumping either wing fuel tank despite the airplane having been parked for at least a month or two. The witness later saw the airplane perform a low pass on runway 10L, heard the engine backfiring as it made a shallow left turn with a nose-up attitude, and then lost sight of the airplane.
Mechanic's Communication
The mechanic who performed the aircraft's most recent annual inspection spoke with the pilot after the accident while the pilot was hospitalized. The mechanic asked whether the pilot had checked the fuel tanks during preflight; the pilot said he had sumped the tanks after refueling. When asked if he had drained the fuel filter, the pilot could not recall.
Post-Accident Examination
The airplane struck a fence during the forced landing, collapsing all three landing gear. After recovery, FAA inspectors and the mechanic opened the drain valve on the fuel filter with the fuel valve in the closed position; no fuel was found in the filter. (First responders had reportedly moved the fuel selector during the accident response.) Switching the fuel selector valve to the left tank immediately produced fuel, which contained water. Switching to the right tank produced clean fuel.
NTSB examination of the wreckage revealed multiple areas of wrinkling and deformation on both wings and fuselage. The right wing had tearing and heavy creasing about 4 feet inboard of the wingtip. Buckling was observed behind the firewall on both sides. The firewall was torn and crushed, and the engine was canted about 10° downward. No preimpact failures or malfunctions of the airframe or engine that would have precluded normal operation were found.
Fuel System Details
The aircraft was equipped with non-standard Monroy long-range fuel tanks capable of carrying a total of 86 gallons: 17 gallons in each wing's outboard tank and 26 gallons in each wing's inboard tank. Each outboard tank fed its respective inboard tank via gravity, and the inboard tanks then fed the fuel selector (positions: LEFT, RIGHT, OFF). Examination showed water throughout the fuel system, including both left and right fuel tanks, the fuel selector valve sump drain/strainer, the fuel distribution manifold, and the fuel servo. A sample from the fuel truck used by the fuel provider showed no evidence of water or contamination. The pilot reported 40 gallons of fuel on board at takeoff.
Aircraft Manual and Advisory Circulars
The owner's manual stated that each inboard fuel tank had a sump drain under the wing for checking fuel contamination. Preflight procedures included checking left and right fuel tank levels and draining sumps, and after entering the cabin, draining the fuel selector valve on the floorboard. FAA Advisory Circulars 20-125 and 20-105C discuss water contamination in aviation fuels, noting that water can enter fuel systems through condensation, filler cap seals, and during fueling, and that power-loss accidents can be avoided with thorough preflight inspections.