# NTSB CHI01LA182: Mooney M20J, N20WR, Columbia, MO, June 21, 2001 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: June 21, 2001, 11:54 local (16:54 UTC) - Place: Columbia, MO - Coordinates: 38.94979, -92.31932 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.9498&lon=-92.3193&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report April 8, 2003 - Report: Approved by Office Director - Parties: Federal Aviation Administration, Textron-Lycoming - NTSB case key (mKey): 53262 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI01LA182 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/53262/pdf - Page: https://openairdocs.org/ntsb/CHI01LA182 ## Probable cause The loss of engine power for an undetermined reason. A factor was the lack of suitable terrain for the forced landing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(partial) - nonmechanical, climb - to cruise - reason for occurrence undetermined (cause) - fuel system,fuel control - contamination - Forced landing, descent - emergency - In flight collision with object, emergency descent/landing - object - tree(s) (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - none suitable (contributing factor) ## Analysis The pilot reported a loss of power to Mizzu Approach Control (ATC) approximately 7 minutes after taking off from the Columbia Municipal Airport (COU), Columbia, Missouri. ATC gave the pilot a vector back to COU. When ATC asked the pilot if he wanted emergency equipment standing by at the airport, the pilot said, "Uh negative, we got a little power ..." ATC radar showed the airplane in a right turn, 9 miles northeast of COU at 4,000 feet msl. ATC asked the pilot if he could maintain 3,000 msl? The pilot said, "Negative on three thousand ... were still going down ... we're just windmilling now." ATC radar showed the airplane at 2,200 feet msl. ATC then asked the pilot, "... are you still losing power?" The pilot responded that he had no power. ATC told the pilot he would put him on a vector that would bring him into COU. ATC told the pilot he was 6 miles from the airport and asked him if he was going to make it? The pilot responded, "... probably not." The pilot then reported, "Uh we just picked up power again yeah I'm going to see if I can climb back up a bit here." The pilot told ATC that he seemed to be able to maintain 1,500 feet. The ATC controller told the pilot to continue inbound and to let him know when the pilot had the airport in sight. There was no further radio contact with the pilot. ATC radar showed the airplane in a descent passing through 1,300 feet. When radar contact with the airplane was lost, it was 4.8 miles northeast of COU at 900 feet msl. The airplane was destroyed when it impacted into trees and a creek bed. The weather conditions for COU at the time of the accident were few clouds at 900 feet agl, 1,600 overcast, and 10 miles visibility with light rain. An examination of the airplane's right locking fuel tank cap showed the locking mechanism behind the key insertion missing. An internal examination of the fuel filter and housing in the fuel injector servo showed a large amount of reddish-brown colored flakes and powdered material. A piece of solid reddish-brown material approximately 1/4 inch long was taken from the filter housing. The material was consistent with corroded metal. Plugs at both ends of the filter housing showed corrosion. Corrosion was also observed on the housing threads, the fuel filter, and the fuel filter spring. There was light visible through the locking mechanism for the right fuel tank. There was rain the previous day. No other anomalies were found with the airplane. ## Factual narrative HISTORY OF FLIGHT On June 21, 2001, at 1154 central daylight time, a Mooney M20J, N20WR, was destroyed when it impacted into trees and a creek bed 4.8 miles northeast of the Columbia Regional Airport (COU), Columbia, Missouri, following a loss of engine power. Marginal visual meteorological conditions prevailed at the time of the accident. The personal flight was being conducted on an instrument flight rules plan under the provisions of 14 CFR Part 91. The pilot succumbed to fatal injuries shortly after the accident occurred. The cross-country flight originated at Columbia, Missouri, at 1143, and was en route to Menominee, Michigan. At 1149:52, the pilot reported to Mizzu Approach Control (ATC), "Uh departure this is Mooney two zero whiskey romeo just lost power uh currently uh nine miles to the north of uh Columbia turning back around." ATC gave the pilot a vector back to COU. When ATC asked the pilot if he wanted emergency equipment standing by at the airport, the pilot said, "... negative, we got a little power ..." ATC radar at 1149:45 showed the airplane in a right turn, 9 miles northeast of COU at 4,000 feet mean sea level (msl). At 1151:34, ATC asked the pilot if he could maintain 3,000 msl. The pilot said, "Negative on three thousand ... were still going down we're just windmilling now." ATC radar showed the airplane at 2,200 feet msl. At 1152:14, ATC asked the pilot, "... are you still losing power?" The pilot responded, "Ah, we've got no power." ATC told the pilot, "No power at all roger, I'm put you on a vector that'll put you right at the airport sir, right at the airport and you're about six miles out, you gonna be able to make it?" The pilot responded, "Uh, probably not." At 1152:48, the pilot reported, "Uh we just picked up the power again yeah I'm going to see if I can climb back up a bit here." At 1152:59, ATC radar showed the airplane on a southwesterly heading at 1,500 feet msl. At 1153:34, the pilot told ATC that he seemed to be able "... to maintain fifteen hundred". ATC told the pilot to continue inbound and to let him know when the pilot had the airport in sight. There was no further radio contact with the pilot. At 1153:41, ATC radar showed the airplane in a descent passing through 1,300 feet. At 1154:50, radar contact with the airplane was lost. The airplane was 4.8 miles northeast of COU at 900 feet msl. At 1155:19, a Cessna aircraft in the area reported to ATC that he was receiving a strong Emergency Locator Transmitter signal. METEOROLOGICAL INFORMATION At 1154, the weather conditions at COU were few clouds at 900 feet above ground level (agl), an overcast ceiling of 1,600 feet agl, visibility 10 miles with light rain, temperature 66 degrees Fahrenheit (F), dew point 62 degrees F, winds 310 degrees at 10 knots, and altimeter 30.09 inches of Mercury. WRECKAGE AND IMPACT INFORMATION A Federal Aviation Administration (FAA) inspector examined the airplane at the accident site. The airplane was located in a wooded area behind a residence, approximately 1/4 mile south of a dead-end road. The airplane was standing upright on the front portion of the cabin with the remaining cabin, aft fuselage, and empennage propped up by surrounding trees. The engine, propeller, cowling, forward fuselage, and cabin aft to behind the instrument panel, were crushed upward. The spinner was crushed aft. The three propeller blades were bent aft. The left wing was broken aft, inboard of mid-span. The remaining left inboard wing section was crushed aft. The right wing was bent upward, twisted aft at mid-span and crushed. Numerous broken tree branches were located around and beneath the right wing. The aft fuselage was bent and wrinkled. The empennage showed minor damage. Flight control continuity was confirmed at the accident site. The fuel selector had the right tank selected. An examination of the right locking fuel tank cap showed the locking mechanism behind the key insertion missing. An examination of the engine and engine controls revealed no anomalies. A visual inspection of fuel taken from the airplane's fuel tanks showed light blue color with no water or particulates. The dual magneto and fuel injector servo were retained for further examination. There was light visible through the locking mechanism for the right fuel tank. There was rain the previous day. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy of the pilot was conducted by the Boone County Medical Examiner, University of Missouri, Columbia, Missouri, on June 22, 2001. The results of FAA toxicology testing of samples from the pilot revealed the following volatile concentrations: ATROPINE detected in blood. ATROPINE detected in kidney. ATROPINE is resuscitative drug used in emergency medicine to constrict arterioles and veins and to restore a normal heart beat. TESTS AND RESEARCH The NTSB conducted examinations of the magneto and fuel injector servo at Addison, Illinois, on September 18, 2001. A functional test of the magneto was conducted on a test bench. The magneto functioned normally and showed no anomalies. A flow test of the fuel injector servo revealed no anomalies. An internal examination of the fuel filter and housing showed a large amount of reddish-brown colored flakes and powdered material. A piece of solid reddish-brown material approximately 1/4 inch long was taken from the filter housing. The material was consistent with corroded metal. Plugs at both ends of the filter housing showed corrosion. Corrosion was observed on the housing threads, the fuel filter, and the fuel filter spring. ADDITIONAL INFORMATION Parties to the investigation were the FAA and Textron Lycoming. All airplane components were released and returned to Air Wrecks, Incorporated, Chicago, Illinois. ## Aircraft - Registration: [N20WR](https://openairdocs.org/deregistered/N20WR-2018-01-16), registration cancelled 2018-01-16, S/N 24-1299, built 1979 (OpenAirDocs) - Reported make and model: Mooney M20J - Registry model: [Mooney M20J](https://openairdocs.org/model/mooney-m20j) (registry code 5870219) (OpenAirDocs) - Registry engine: [Lycoming AEIO-360 series](https://openairdocs.org/engine/lycoming-aeio-360-series) (registry code 41522, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 24-1299 - Airframe hours: 2979 - Engines: Lycoming IO-360-A3B6D 200 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Paul E. Kjeldsen - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 28, 2000, 322 hours before - Departed: COU, COLUMBIA, MO - Destination: MNM, MENOMINEE - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: fatal; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; last flight review April 3, 2001; seat: left; toxicology performed; flight hours: 854 total, 782 as pilot in command, 53 in the last 90 days ## Weather - Conditions: Visual (VMC), Day - Wind: 310° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: 1,600 ft overcast - Temperature: 66 °F, dew point 63 °F - Altimeter: 30.09 inHg - Observed at: COU, 5 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20010621023439A](https://openairdocs.org/incident/20010621023439A), Jun 21, 2001: Mooney M20J, Columbia, MO, No damage. (-23) On June 21, 2001 around 11:44 CDT, Mooney N20WR departed Columbia regional airport (cou), Columbia, Missouri on an IFR flight plan enroute to menominee,… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.