# NTSB ERA12LA532: Mooney M20C, N557M, East Hampton, NY, August 26, 2012 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: August 26, 2012, 17:36 local (21:36 UTC) - Place: East Hampton, NY - Coordinates: 40.959445, -72.251663 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.9594&lon=-72.2517&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report August 13, 2013 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA Farmingdale FSDO, Lycoming Engines - NTSB case key (mKey): 84804 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA12LA532 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/84804/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=84804 - Page: https://openairdocs.org/ntsb/ERA12LA532 ## Probable cause A loss of engine power for reasons that could not be determined because postaccident examination of the engine did not reveal any failures or malfunctions that would have precluded normal operation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Mooney M20C, 6 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=5870208), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Mooney M20C, 19 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=5870208), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Mooney M20C, 21 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=5870208), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Mooney M20C, 39 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=5870208), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that after takeoff, he retracted the landing gear and flaps and that the engine rpm decreased from 2,750 rpm to 2,400 rpm. He verified that the carburetor heat was off and that the throttle, propeller, and mixture controls were full forward. He declared an emergency with the control tower controller and turned left in an attempt to land on a closed runway. During the turn, "the engine became quiet," and the airplane collided with trees. Postaccident examination of the airplane and engine showed no evidence of precrash mechanical failure or malfunction. Review of the FAA carburetor icing probability chart showed that conditions at the time of the accident were conducive to light carburetor icing at cruise and glide power; however, the airplane was operating at a higher power setting. The reason for the loss of engine power could not be determined. ## Factual narrative On August 26, 2012, at 1736 eastern daylight time, a Mooney M20C, N557M, registered to a private owner, experienced a total loss of engine power on initial takeoff climb from East Hampton Airport (HTO), East Hampton, New York. During the pilot’s attempt to return to the airport he collided with trees. The airplane sustained substantial damage due to impact and postcrash fire. The private pilot and one passenger received serious injuries. The flight was operating as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed and no flight plan was filed. According to the pilot, after an uneventful preflight inspection, he completed a successful engine start and proceeded to taxi to the departure runway. After completing his engine runup, he departed runway 10. Once airborne the pilot retracted the landing gear and flaps and the engine rpm decreased from 2,750 rpm to 2,400 rpm. The pilot verified the carburetor heat was off, and the throttle, propeller, and mixture controls were full forward. He declared an emergency with East Hampton Control Tower and turned left in an attempt to return to a closed runway. During the turn "the engine became quiet" and the airplane collided with trees. Examination of the wreckage by a Federal Aviation Administration (FAA) Inspector revealed postcrash fire damage to both wing spars, the right and left horizontal stabilizers, and right and left elevators. The cabin area had been entirely consumed by the postcrash fire. Both wing spars were attached to the fuselage; however, the wing assemblies were located on top of a grassy noel. Continuity of the flight controls was confirmed at the accident scene. The position of the nose landing gear could not be confirmed as it had been obstructed by the engine and cockpit debris. The main landing gear were in the retracted position. The tail section of the airplane was separated from the fuselage. Both horizontal stabilizers and elevators remained attached and were fire damaged. The rudder assembly remained attached to the horizontal stabilizer. Examination of the engine by an FAA Inspector and a representative of Lycoming Engines confirmed continuity of the crankshaft to the rear gears and to the valve train. Compression was observed at all four cylinders as the crankshaft was rotated. The interiors of the cylinders were examined with a lighted borescope and no anomalies were noted. The propeller blade marked “A” was bent aft about 5 degrees. The propeller blade marked “B” exhibited scuffed paint near the propeller tip and was free to rotate in the hub. The blade marked “C” was bent aft about 100 degrees, about 18 inches outboard of the hub. The blade tip was bent forward and about 1.5 inches of the tip was broken off and not observed. The carburetor was partially disassembled for examination and the float bowl displayed signs of fire distortion. The carburetor floats were destroyed by fire and the bowl parting surface gasket waspartially burned. No fuel was observed in the carburetor. The engine fuel system hoses were fire damaged. The carburetor fuel inlet screen was fire damaged and no debris was observed within the screen. The magnetos, which were fire damaged, remained attached to the engine and could not be operated. The engine driven fuel pump also remained attached to the engine and was partially consumed in the fire. A review of the oil system revealed that the oil filter media was charred but no debris was noted between the folds of the media. The oil cooler was partially separated from the engine and was fire damaged. Oil was observed in the engine. According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with a single engine land rating. The pilot’s most recent FAA third-class medical certificate was issued on June 30, 2012. The pilot reported 1,200 total hours of flight experience with over 330 hours in the M20C. The single-engine airplane, was powered by a Lycoming O-360-A1D, serial number L-8683-36A, 180-horsepower engine. An annual inspection was completed on March 1, 2012 at 3,984 total aircraft hours. Total time since field overhaul was 622 hours. At 1735, the weather observation at HTO, included wind from 160 degrees at 10 knots, 10 miles visibility, and scattered clouds at 1,500 feet. The temperature was 23 degrees C, the dew point was 17 degrees C, and the altimeter setting was 30.29 inches of mercury. Review of the FAA carburetor icing probability chart showed that conditions at the time of the accident were conducive to light carburetor icing at cruise and glide power. ## Aircraft - Registration: [N557M](https://openairdocs.org/deregistered/N557M-2018-01-25), registration cancelled 2018-01-25, S/N 3175, built 1965 (OpenAirDocs) - Reported make and model: MOONEY M20C - Registry model: [Mooney M20C](https://openairdocs.org/model/mooney-m20c) (registry code 5870208) (OpenAirDocs) - Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 3175 - Airframe hours: 3984 - Engines: LYCOMING O&VO-360 SER 180 horsepower reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Personal, Part 91 - Operator: Bochter Steven R - Registered owner: Bochter Steven R - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 1, 2012 - Departed: HTO, East Hampton, NY - Destination: TAN, Tauton, MA - Airport: HTO, East Hampton Airport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 51; injuries: serious; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; seat: left; flight hours: 1,200 total, 330 in this make and model, 1,200 as pilot in command, 12 in the last 90 days, 2 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 160° at 10 knots - Visibility: 10 statute miles - Temperature: 73 °F, dew point 63 °F - Altimeter: 30.29 inHg - Observed at: HTO ## 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 20120826028869A](https://openairdocs.org/incident/20120826028869A), Aug 26, 2012: Mooney M20C, East Hampton, NY, Destroyed. A/c departed from runway 10 at hto, East Hampton, and sustained a power loss during initial climb. The pilot initiated a steep banked left turn, struck several… ## Docket (3 files) The files NTSB released with the investigation on June 19, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=84804. 627 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 535 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381943&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Party To NTSB Investigation (item 2, .PDF, 71 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381945&FileExtension=.PDF&FileName=Party%20To%20NTSB%20Investigation-Redacted.PDF - FAA Inspector Statement (item 3, .PDF, 20 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390896&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Redacted.PDF 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.