# Incident 20230820014909I: Mooney Aircraft Corp. M20K, Chandler, AZ, August 20, 2023 - Type: FAA incident report (Accident/Incident Data System), as reported - Date: August 20, 2023, 11:23 local time - Place: Chandler, AZ - Airport: Chandler Municipal - Damage: Minor damage - Phase of flight: Takeoff: Departure Roll - Operating rules: General operating rules (Part 91) - Location: 33.2691° N, 111.8111° W: Placed by OpenAirDocs at CHANDLER MUNI (CHD), within about a mile (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=33.2691&lon=-111.8111&mi=10 - Aircraft: N226C, registered now (https://openairdocs.org/aircraft/N226C) (OpenAirDocs) - Registry model: Mooney M20K (registry code 5870220, https://openairdocs.org/model/mooney-m20k) (OpenAirDocs) - Registry engine: Continental TSIO-360 series (registry code 17019, https://openairdocs.org/engine/continental-tsio-360-series) (OpenAirDocs) - Reported make and model: MOONEY AIRCRAFT CORP. M20K - Reported engine: CONT MOTOR TSIO-360 SER - People aboard: 1 - Fatal injuries: 0 - Other injuries: 0 - Pilot certificates: Private pilot - Pilot flight hours: 288 total - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20230820014909I ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. THE INVESTIGATING AVIATION SAFETY INSPECTOR (ASI) SPOKE WITH THE PIC AND ASKED FOR THEIR RECOLLECTION OF THE INCIDENT. THE PIC SAID THEY FLEW WITH ANOTHER MOONEY OWNER EARLIER THAT DAY IN THE INCIDENT AIRCRAFT. THE AIRCRAFT WAS WORKING FINE. ABOUT 1.5 HOURS AFTER THE FIRST FLIGHT, THE WEATHER APPEARED CLOUDY, BUT NOTHING ELSE SIGNIFICANT. PIC SAID THEY ARE VERY FAMILIAR WITH CHANDLER AIRPORT (CHD) AS THEY HAD DONE THEIR TRAINING THERE. PIC SAID THEY WERE GOING FROM CHD TO PHOENIX-MESA GATEWAY AIRPORT (IWA), WHERE THE AIRCRAFT IS BASED. PIC SAID THEY CHECKED THE METAR FOR CHD, AND THE TAF FOR IWA APPROXIMATELY 15 MINUTES PRIOR TO ENGINE START FOR TAXIING FOR FUEL. PIC SAID THEY REFUELED, AND THAT IT TOOK ABOUT 10 MINUTES. AFTER FUELING, THE PIC STARTED THE ENGINE, LISTENED TO ATIS PRIOR TO DEPARTING FROM CHD, AND RECALLED WINDS WERE REPORTED VARIABLE 8 OR 6 KNOTS. PIC STATED THAT WHILE TAXIING, THEY CHECKED TWO WINDSOCKS THAT THEY PASSED, AND NEITHER SHOWED ANYTHING SIGNIFICANT. THREE AIRCRAFT WERE AHEAD OF THE PIC FOR DEPARTURE, SO PIC CHECKED ATIS ONE MORE TIME, AND IT WAS THE SAME INFORMATION AS IT WAS WHEN THEY LEFT THE RAMP. THE PIC CONDUCTED THE RUN-UP, AND EVERYTHING WAS NORMAL. PIC STATED THAT UPON STARTING THE TAKEOFF ROLL, THE AIRCRAFT SEEMED TO ACCELERATE MORE SLOWLY, AND AIRSPEED NEVER GOT ABOVE 60 KNOTS. AS THE AIRCRAFT BEGAN TO PASS TAXIWAY H, THE AIRCRAFT BEGAN TO “FLOAT” TO THE LEFT; ALMOST AS IF THE AIRCRAFT WAS SIDESTEPPING TO THE LEFT. PIC SAID THEY WERE UNABLE TO CORRECT THE SIDESTEP USING AILERON AND RUDDER AND COULD NOT GET BACK ON CENTERLINE. THE PIC NOTED THAT THE AIRCRAFT NEVER REACHED THE ROTATION SPEED OF 65 KNOTS. AT THE HALF-WAY POINT (HALF-WAY DOWN THE RUNWAY), THE PIC OPTED TO PULL POWER AND ABORT THE TAKEOFF WHILE APPROACHING TAXIWAY K. THE INVESTIGATING ASI ASKED THE PIC IF THE ENGINE WAS PERFORMING NORMALLY. PIC STATED THAT THERE WAS NO INDICATION THAT THE ENGINE WAS NOT MAKING POWER. THE INVESTIGATING ASI ASKED THE PIC IF THEY HAD APPLIED MAXIMUM TAKEOFF POWER. PIC RESPONDED THAT THE M20K 231 DOES NOT HAVE AN AUTOMATIC WASTEGATE, SO ONCE PAST 31” MANIFOLD PRESSURE, APPLYING ADDITIONAL POWER IS DONE MORE SLOWLY AND DELIBERATELY. BY TAXIWAY F, THE PIC CONFIRMED THAT POWER WAS APPROXIMATELY 35.5 – 36” MANIFOLD PRESSURE, WHICH WAS ACCURATE FOR THE PERFORMANCE CHARTS FOR THE AIRCRAFT. THE PIC NOTED THAT THE AIRCRAFT HAS AN INTERCOOLER INSTALLED AND IS PLACARDED “INTERCOOLER INSTALLED ADJUST MP & RPM MAX 36””. THE INVESTIGATING ASI ASKED THE PIC TO DESCRIBE BRAKING PERFORMANCE. PIC SAID AFTER PULLING POWER TO IDLE, PIC WAS APPLYING FULL BRAKES, AND WAS ABLE TO REGAIN CENTERLINE. PIC ALSO ADDED THAT THEY HAD APPLIED AFT ELEVATOR TO INDUCE DRAG BUT DID NOT HEAR THE “SCREECHING” SOUND OF THE BRAKES UNTIL JUST PRIOR TO THE END OF THE RUNWAY. THE PIC NOTED THAT AS THE AIRCRAFT APPROACHED THE END OF THE RUNWAY, THEY REALIZED THEY WOULD NOT STOP BEFORE THE END OF THE RUNWAY. THE AIRCRAFT WAS NOT GOING TOO FAST, BUT THERE WAS APPROXIMATELY A 6” DROP-OFF AT THE END. THE AIRCRAFT WENT BEYOND THE END, AND THE PROPELLER “NICKED” THE GROUND. THE ENGINE NEVER STOPPED AND THERE WERE NO PERCEIVABLE ANOMALIES. PIC SAID THEY SHUT THE ENGINE DOWN, AND WHEN THEY OPENED THE DOOR, IT FLUNG OPEN WHICH GAVE CONFIRMATION THAT THERE WAS NOW A TAILWIND. PIC GOT BACK INTO THE AIRCRAFT TO LISTEN TO ATIS AND HEARD THE INFORMATION HAD UPDATED AND WAS INDICATING A QUARTERING TAILWIND. PIC ALSO HAD TOWER FREQUENCY BEING MONITORED AT THAT TIME, AND SAID TOWER WAS INSTRUCTING ALL AIRCRAFT TO SWITCH TO RUNWAY 22. THE INVESTIGATING ASI ASKED THE PIC IF THEY HAD CHECKED THE BRAKES AND TRIM FOR PROPER FUNCTION AND SETTING PRIOR TO TAKEOFF. PIC SAID YES. PIC CONFIRMED THEY HAD CHECKED THE PEDALS AND BRAKES FOR PROPER FUNCTION, AND THEY SEEMED TO BE WORKING NORMAL. THE PIC SAID THEY WERE CONFIDENT THAT THEY REDUCED POWER TO IDLE WHEN TAKEOFF WAS ABORTED, AND APPLIED BRAKES AFTER REDUCING POWER TO IDLE. From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. 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