N3515HMooney M20J · 1980

On December 2, 2022, about 1504 eastern standard time, a Mooney M20J, N3515H, sustained substantial damage when it was involved in an accident at Falmouth Airpark (5B6), Falmouth, Massachusetts. The private pilot was fatally injured, and the pilot-rated passenger received serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to a friend of the pilot, earlier that day, he and three other aircraft, including the accident airplane, flew from 5B6 to Westfield-Barnes Regional Airport (BAF), Westfield/Springfield, Massachusetts, for lunch. He reported that, after having lunch, they all returned to 5B6. Before landing, he heard a female voice making radio calls from the accident airplane. She made an announcement as they were entering the downwind leg of the airport traffic pattern and then onto the final leg for runway 25. He continued his approach and while on short final, he spotted the crashed airplane at the approach end of runway 25.

In an interview with the pilot-rated passenger, she remembered flying to BAF, and said that the flight was uneventful. She was not pilot-in-command at the time of the accident but was double-checking everything during the flight. She reported that the sun was “blinding” during the approach to runway 25, but there was enough wind that they did not feel comfortable landing on runway 7. While on short final, she adjusted the pilot’s sun visor, looked down to check that the airplane was configured for landing, and when she looked up, she knew that the airplane was going to hit the trees. She believed that the pilot could not see because of the sun. She stated that the engine was running fine, and there were no flight control anomalies at the time of the accident.

A review of the sun’s azimuth/angle indicated that the sun was directly in front of the airplane during the approach.

The airplane impacted 75-ft-tall trees and came to rest 200 ft from the runway 25 threshold. Two impact craters were observed; both craters contained clear and green plexiglass, consistent with impact from the right wing. This was followed by a 10-ft ground scar that ended with a 2-ft-deep crater. All major components of the airplane were located at the accident site. The fuselage from the firewall to the empennage was crushed and impact damaged. The instrument panel and cockpit were destroyed by impact forces. Engine and propeller controls were full forward; the engine was partially separated from the firewall. Flight controls within cockpit were impact damaged but remained connected to the flight control push/pull tubes throughout the fuselage. Flight control continuity was established to all flight control surfaces. The empennage remained intact, and the horizontal stabilizers, elevators, vertical stabilizer, and rudder remained attached and were unremarkable.

The airplane was equipped with an Appareo Stratus PRX V2, and its data were successfully downloaded by the NTSB Recorder Specialist using the manufacturer’s procedures. The Appareo Stratus is a self-contained, battery-powered device that incorporates an internal attitude and heading reference system (AHRS), a GPS/WAAS receiver, and an ADS-B receiver. A review of the tabular data retrieved from the device indicated that the airplane was at an altitude about 100 ft mean sea level (msl) as it approached the trees, corresponding to about 59 ft above ground level.

An autopsy of the pilot was performed by The Commonwealth of Massachusetts, Office of the Chief Medical Examiner. According to the autopsy report, the cause of death was blunt force injuries, and the manner of death was accident.

Toxicology testing performed at the FAA Forensic Sciences Laboratory found no drugs of abuse. Tamsulosin was detected in the blood and urine and is a prescription medication commonly used to treat symptoms of an enlarged prostate. Tamsulosin is not generally considered impairing.