N8354EMooney M20A · 1960

On October 24, 2019, about 1630 eastern daylight time, a Mooney M20A, N8354E, was destroyed when it was involved in an accident near Summit Point, West Virginia. The airline transport pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The flight departed Eastern West Virginia Regional Airport (MRB), Martinsburg, West Virginia, at 1619. As the airplane departed the airport traffic area, the pilot advised the tower controller that “we’re just gonna do a little airwork here and then be back in.”

A review of Federal Aviation Administration (FAA) radar tracking data revealed that after departure, the airplane flew south-southwest for about 7 nautical miles and climbed to an altitude of about 2,500 ft mean sea level (msl). It then leveled off and established a groundspeed of about 110-115 knots. Shortly thereafter, the airplane turned to the southeast, gradually descended to about 2,000 ft (about 1,400 ft above ground level (agl)) and slowed to a groundspeed of 60 knots. Over the next 1 minute, the altitude and heading remained relatively constant at about 100°, and the groundspeed gradually decreased to about 46 knots. The airplane then turned right to a heading of about 50°, descended to about 1,700 ft (1,100 ft agl), and the groundspeed increased to 60 knots. It then turned back to the left and resumed its previous heading of about 100°. While at 1,700 ft (1,100 ft agl), the airplane again remained on a relatively constant track, holding altitude, as the groundspeed reduced from 60 knots to 45 knots over a period of 35 seconds. The groundspeed continued to drop to 32 then 15 knots as the altitude decreased to about 1,100 ft (500 ft agl) before the tracking data ended, with the last recorded position about 200 ft (laterally) southeast of the accident site. The last recorded data point showed that the airplane’s groundspeed had increased to 70 knots. The terrain elevation at the accident site was about 630 ft msl.

Several witnesses located about 0.3 mile north of the accident site observed the airplane flying from right to left (easterly) at a “low altitude.” They described the motion of the airplane as erratic, with its wings “rocking slightly back and forth” while “holding its course.” The airplane then banked to the right about 45° to 60° as it also turned right and descended out of view. One witness described the engine as initially sounding “low like at idle.” The rpm increased for about 5 seconds, then the engine noise stopped as the bank angle increased, and just before or as the airplane began its turn and descent. A second witness described the airplane’s speed as “slow” based on its motion relative to landmarks, and he believed the engine noise/speed was reduced after he noticed the wings rocking. He thought the engine may have “sputtered, then come back a little” before the airplane went out of view. A third witness described the airplane in a nose-high attitude, flying slowly while the tail oscillated or “wiggled.” The witnesses estimated that the airplane was about 200 ft above the ground before it began its turn and descent. None of the witnesses recalled seeing any of the landing gear extended. They further reported that they did not observe any smoke trailing from the airplane while it was in flight.

The pilot’s most recent FAA first-class medical certificate was issued during May 2018, at which time he reported 25,430 hours of total flight experience. He completed the requirement for operation under BasicMed on July 2, 2019. An acquaintance reported that the pilot had owned the accident airplane for about 1 year. The acquaintance also reported that the passenger had been learning how to fly and had “some flying experience.” A review of FAA airman records revealed that the passenger held no pilot certificates.

The owner’s manual for the Mooney M20A did not contain data for the airplane’s stall speeds. Review of the data published for the similar M20C model revealed that, for a maximum gross weight of 2,565 lbs and a 0-degree bank angle, the stall speed with the flaps in the landing configuration was 57 mph (50 knots). The stall speed with the flaps retracted was 67 mph (58 knots).

According to the owner’s manual for the Mooney M20A, the airplane was equipped with a stall warning horn.

The owner’s manual for the Mooney M20A did not contain data for the airplane’s stall speeds. Review of the data published for the similar M20C model revealed that, for a maximum gross weight of 2,565 lbs and a 0-degree bank angle, the stall speed with the flaps in the landing configuration was 57 mph (50 knots). The stall speed with the flaps retracted was 67 mph (58 knots).

According to the owner’s manual for the Mooney M20A, the airplane was equipped with a stall warning horn.

Examination of the accident site revealed that the airplane was partially consumed by a postimpact fire, and the wreckage was spread over a 1.5-acre area of burned grass. All major components were present at the accident site. The debris path was 270 ft long and oriented on a heading of about 300° (true). The propeller and hub were located about 40 ft along the path, on its centerline. Both propeller blades displayed slight twisting, one blade exhibited some chordwise scratches on the front face at mid-span, the other blade did not display any chordwise scratches. The spinner was crushed against the hub and was deformed in a twisted manner opposite the direction of propeller rotation.

The main wreckage was located 170 ft along the wreckage path on the centerline and was oriented on a heading of 281°. Only the rear section of the airplane aft of the rear seat remained largely intact; the remainder of the airplane was largely consumed by fire. Portions of the elevator, rudder, and left and right aileron control tubes and linkages remained intact in the lower forward center section, each with fractures consistent with overload. Flight control continuity could not be confirmed forward of the rear seat. The flight control tubes for the elevator, rudder, and trim system remained intact from the rear seat area to the control surface horns. Most of the airplane forward of the rear seat was consumed by fire or severely burned. The engine and forward section of the fuselage was found in place relative to the empennage but were inverted. Three steel weights, of the type used on farm tractors for counterbalance, were found near the remnants of the rear seat frame. Each weighed 44 pounds. The purpose of these weights was not determined; however, a friend of the pilot who had previously flown with him in the airplane reported that the pilot often “balanced the airplane” by adding fuel to the auxiliary fuel tank when there were no passengers in the rear seat.

The engine came to rest inverted and sustained significant impact and fire damage. The crankshaft rotated freely by hand, and thumb compression and suction were attained on all cylinders. Valve train continuity was confirmed for each cylinder as the crankshaft rotated. Both magnetos were removed and could not be rotated by hand. The left magneto case was largely intact with some melting near the ignition leads. The case of the right magneto was partially melted, which exposed the internal components. The carburetor was fracture-separated from the engine at the intake manifold. The throttle, mixture, and carburetor heat controls remained attached at their respective control arms. Some charred debris was present in the carburetor bowl, but no liquid remained. Both metal floats displayed some inward crush damage, consistent with hydraulic impact damage. The float mechanism and fuel inlet needle valve operated normally when the inlet was pressurized with air and the floats were moved up and down manually.

According to the Federal Aviation Administration’s Airplane Flying Handbook (FAA-H-8083-3C):

It is recommended that stalls be practiced at an altitude that allows recovery no lower than 1,500 feet AGL for single-engine airplanes, or higher if recommended by the AFM/POH. Losing altitude during recovery from a stall is to be expected.