Accident Overview
On October 31, 2025, at about 1035 eastern daylight time, a Mooney M20E, registration N79338, was destroyed in an accident near Ballston Spa, New York. The pilot sustained fatal injuries, and the flight instructor suffered serious injuries. The flight was conducted as a personal flight under Title 14 Code of Federal Regulations Part 91.
Preflight and Background
According to the flight instructor, the pilot had recently purchased the airplane and intended to fly to Punta Gorda, Florida. Due to the pilot's lack of experience with the Mooney M20E, the insurance company required a flight instructor. The instructor met the pilot the night before the accident, and they discussed maintenance issues and the planned route. The pilot had test-flown the airplane about one month earlier, during which the engine lost power, but the pilot landed safely. The instructor noted that the fuel had been contaminated with algae and debris, and a mechanic had subsequently repaired the fuel tank and cleaned the fuel system.
On the accident day, both individuals performed a preflight inspection and sampled fuel from the tanks several times before departure.
Accident Sequence
After takeoff, during the initial climb at about 200 feet above ground level, the engine's rpm decreased from 2,500 to approximately 1,500. Seconds later, it dropped to about 500 rpm and then lost all power. The flight instructor took over control and attempted to turn back to the airport. During a right turn, he realized the airplane was too low, then made a slight left turn to avoid a house before impacting a tree.
Wreckage and Impact
The accident site was in a subdivision beside a house. The airplane struck a tree about 20 feet up, fell to the ground, and came to rest on a heading of 232° magnetic. The engine was fractured from its mounts and lay beside the fuselage. The propeller remained attached and showed no s-bending, leading edge gouging, or chordwise scratching. A postimpact fire consumed portions of the engine, instrument panel, and cockpit. No useful instrumentation data was recovered.
The right wing root remained attached, with about 6 feet of the outboard portion in a tree above the wreckage. The left wing was largely consumed by fire, and its fuel tank was destroyed. The tail section was attached; the left stabilator and elevator were bent up mid-span. Flight control continuity was established via torque tubes and fracture surfaces consistent with impact.
Engine and Systems Examination
After recovery, the engine was examined. Rotating the crankshaft by hand achieved full 360° rotation, and compression and suction were observed on all four cylinders. Valve action was normal, and mechanical continuity was confirmed. Borescope inspection revealed oil pooling in cylinders No. 2 and No. 4, but all cylinders were clean with minimal deposits. The induction plenum showed no blockage. The exhaust system was partially crushed but unobstructed.
The fuel flow divider was disassembled; its diaphragm was brittle from heat exposure but no blockage was found. Fuel injection nozzles contained oil (likely from engine orientation) but no contamination. The engine-driven fuel pump did not produce suction or pressure when actuated, and its diaphragms were heat-damaged. The pump was filled with engine oil.
The left magneto's drive was not free to rotate; the right magneto's drive rotated but produced no spark. Both magnetos exhibited thermal damage from the postimpact fire.
Approximately 6 gallons of fuel were recovered from the right wing tank. The fuel was blue and smelled of 100LL aviation gasoline. No water or debris was found in that tank. The left fuel tank was destroyed by fire.