On March 25, 2024, a MOONEY M20K (registration N4387W) was involved in an aviation accident near St. Augustine, FL. 2 people were killed. Investigators recorded the probable cause as: The pilot’s failure to maintain adequate airspeed of the airplane while in the traffic pattern, which resulted in an aerodynamic stall/spin. This summary draws on records from NTSB; 12 related events involving the same aircraft type or operator are linked below.
A Mooney M20K, N4387W, crashed in St. Augustine, Florida, on March 25, 2024, after a door popped open during takeoff. The pilot and passenger were killed.
Accident Overview and Flight History On March 25, 2024, at approximately 1154 eastern daylight time, a Mooney M20K airplane, registration N4387W, was substantially damaged in an accident in St. Augustine, Florida. The commercial pilot and passenger were fatally injured. The flight was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The aircraft departed Northeast Florida Regional Airport (SGJ) at 1150, bound for Miami Homestead General Aviation Airport (X51). Air traffic control audio indicated the pilot was cleared for takeoff on runway 13. Less than a minute later, the pilot reported a door had “popped open” and requested to return to the airport. The controller instructed the pilot to enter a downwind and cleared him to land on runway 13. The pilot acknowledged and stated he wanted to land and close the door. No further communications occurred. When contact was lost, the controller stopped departures and requested nearby pilots to search for N4387W. The wreckage was found by an occupant of a search aircraft. ADS-B data showed the airplane on the left downwind leg at 1152:01, reaching 109 knots at 750 feet above mean sea level. By 1152:22, it climbed to 825 feet with ground speed decreasing to 95 knots. At 1152:40, it began descending to 725 feet and slowed to 84 knots. After turning onto the left base leg at 1152:55, it descended to 525 feet and increased speed to 94 knots. At 1153:07, it descended to 475 feet and slowed to 83 knots. The last ADS-B return at 1153:20 showed the airplane at 375 feet with a ground speed of 73 knots. The accident site was 78 feet from the last ADS-B return. Security camera footage showed the airplane descending in a steep, nose-down attitude while rolling to the right. ## Personnel and Aircraft Information The pilot’s logbook indicated his last flight was the day before the accident, lasting less than one hour with one landing. Under 14 CFR 61.57, a pilot could not act as pilot in command carrying passengers without three takeoffs and landings in the previous 90 days. The pilot’s prior flight on May 6, 2023, was recorded as a “crash on takeoff Rwy 25.” An NTSB investigation (ERA23LA225) found the pilot entered an aerodynamic stall after a partial loss of engine power. The Mooney M20K Pilot’s Operating Handbook (POH) outlined standard spin recovery procedures and noted that stalls at low altitude are extremely critical, with up to 2,000 feet of altitude potentially lost in a one-turn spin and recovery. The POH stated that if the cabin door is not properly closed, it may come unlatched in flight, possibly during or just after takeoff. If the main cabin door opens, flight characteristics are not affected, and the pilot should return to the airport normally. If returning is impractical, the door can be closed in flight at a safe altitude by setting airspeed to 96 knots indicated, opening the pilot’s window, entering a right sideslip, and pulling the door shut and latching. ## Wreckage and Impact Details The airplane impacted a wooded area 1.24 nautical miles northwest of the approach end of runway 13. It first struck a tree and then terrain in a steep, nose-down attitude. No fire was indicated. The airframe sustained substantial damage to the fuselage and both wings. About 4 feet of the outboard left wing separated and was found at the site. The right wing displayed aft crushing damage, and the empennage partially separated from the fuselage. Flight control continuity was established for the rudder, elevator, and both ailerons. Multiple push/pull rods were fractured, consistent with impact damage. Throttle, propeller, and mixture controls were in the full forward position, and the magneto switch was in the “BOTH” position. The emergency locator transmitter (ELT) remained attached, with its switch in the “OFF” position. All four fuel tanks were breached and devoid of fuel, with caps secured and displaying normal operating signatures. The fuel strainer screen contained debris but was not obstructed. The main cabin door on the right side remained attached by the forward hinge, with its hold-open arm separated. The upper latch and pin were retracted and undamaged. The aft center pin actuating rod was bent, and the latch handle assembly was fractured, consistent with impact damage. The aft center latch striker plate was undamaged, and the pin moved normally. The baggage door was open, attached by its hinge and hold-open arm, with the latch latched and lock locked. Both latch pins were extended, and striker plates displayed gouging consistent with the door opening. A crease consistent with impact deformation was observed in the fuselage skin and baggage door. The engine remained partially attached through one mount, cables, wires, and hoses. The propeller flange separated from the crankshaft, with multiple 45° cracks noted. Visible engine components displayed normal operating and lubrication signatures. Cylinders, pistons, valves, and cylinder walls showed normal operating and combustion signatures. The oil filter contained no metallic debris. The fuel pump, throttle and fuel metering assembly, and fuel manifold valve displayed normal operating signatures. The manifold valve screen contained fibrous debris but was not blocked. A small amount of 100LL aviation gasoline was present, with no water detected. Fuel nozzles were clear. Both magnetos produced a spark in the correct firing order, and spark plugs displayed normal wear. The turbocharger compressor section contained impacted dirt, with most compressor blades broken and the compressor nut loose. The turbine displayed normal operating signatures. The wastegate and controller displayed impact damage, with the wastegate valve closed. The three-blade constant-speed propeller remained attached to the crankshaft flange, with blades displaying impact damage, including aft bending, twisting, polishing, and chordwise scratches. The propeller governor displayed impact damage, and its oil screen gasket was clear of debris. ## Flight Recorder and Medical Information The airplane was equipped with an engine monitor that recorded the accident flight. About 30 minutes into the recording, exhaust gas temperatures (EGT), cylinder head temperatures (CHT), and turbo inlet temperature (TIT) increased to levels consistent with full power. One minute later, these parameters dropped slightly but remained consistent with an operating engine. After two steady minutes, they dropped again, followed by a sharp increase to full power levels. The recording ended with indications consistent with the engine operating at a high power setting. An autopsy by the Office of the Medical Examiner, Florida District 23, St. Augustine, Florida, determined the pilot’s cause of death was blunt force trauma, with the manner of death as accident. Toxicology testing by the FAA Forensic Sciences Laboratory did not identify any generally impairing substances.