# NTSB ERA14LA242: Mooney M20K, N200DP, Georgetown, DE, May 18, 2014 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: May 18, 2014, 09:59 local (13:59 UTC) - Place: Georgetown, DE - Coordinates: 38.687778, -75.358329 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.6878&lon=-75.3583&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern final: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report April 27, 2015 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - NTSB case key (mKey): 89225 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA14LA242 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/89225/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=89225 - Page: https://openairdocs.org/ntsb/ERA14LA242 ## Probable cause The pilot’s improper preflight planning and in-flight fuel management, which resulted in fuel starvation and a total loss of engine power. Also causal to the accident was the pilot’s failure to see and avoid the wires on the airport boundary. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid management (probable cause); cases with it: [Mooney M20K, 9 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=5870220), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Planning/preparation: fuel planning](https://openairdocs.org/ntsb-findings/02061030): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Mooney M20K, 5 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md?model=5870220), [All aircraft, 719 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Mooney M20K, 4 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=5870220), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Mooney M20K, 4 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=5870220), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern final: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Mooney M20K, 15 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=5870220), [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 M20K, 14 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=5870220), [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 M20K, 28 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=5870220), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot departed on the 40-mile flight with an unknown quantity of fuel onboard the airplane, but he estimated that it had about 10 gallons more than he thought was needed for the flight. While maneuvering to land, he increased the engine power twice, but the engine did not respond. He anticipated that the airplane could land on the airport property; however, the airplane struck wires and terrain short of the runway. Seven gallons of fuel were recovered from the 78.6-gallon fuel system, of which 3 gallons were unusable. The amount of fuel recovered from each tank could not be determined, and which tank the pilot had selected at the time of the loss of engine power could also not be determined. However, after the accident, the pilot reported that data from the airplane's engine monitor revealed that the fuel flow stopped 60 seconds before the propeller stopped. He added that he probably should have purchased fuel before his departure and that, if he had it to do over, he would. After replacing the damaged propeller with a slave propeller and adding 5 gallons of fuel in each wing tank, an engine test run was conducted; the engine started immediately, accelerated smoothly, and ran continuously without interruption throughout the test. ## Factual narrative The pilot reported that he downloaded the data from the airplane's engine monitor, and stated, "…60 seconds before the propeller stopped, there was no fuel flow…" He added that he probably should have purchased fuel before his departure from OBI, and that if he had it to do over, he would. On June 25, 2014, the airplane was secured to a flatbed trailer in Georgetown, Delaware. A slave propeller was installed in place of the damaged propeller and the airplane was serviced with 10 gallons of aviation fuel; 5 gallons in each wing tank. An external battery was connected at the external power plug, and an engine start was attempted. The engine started immediately, and was allowed to warm up at 1,000 rpm. The engine was accelerated to 1,500 rpm, and a magneto check was performed with satisfactory results. The engine was then accelerated smoothly to 2,400 rpm, where it ran without interruption until stopped by the engine controls in the cockpit. During the engine run, the fuel selector was switched four times between the left and right tanks, and the engine ran continuously and without interruption each time. According to FAA records, the airplane was manufactured in 1979. On August 31, 1995, a 305-horsepower Teledyne Continental TSIO-520-NB engine modified under Supplemental Type Certificate (STC SE022SE) by Rocket Engineering Corporation was installed. Its most recent annual inspection was completed June 10, 2013, and the airplane had accrued 91 hours since that date. He estimated the airplane had accrued 3,000 total aircraft hours. According to Rocket Engineering Corporation, the fuel consumption rate during a maximum-power climb was up to 33 gallons per hour. The fuel consumption rate between an economy-cruise setting and maximum-cruise setting was 15 to 25 gallons per hour. According to the Mooney M20K Pilot Operating Handbook, the fuel capacity of the airplane was 78.6 gallons, of which 75.6 gallons were usable. On May 18, 2014, at 0959 eastern daylight time, a Mooney M20K, N200DP, was substantially damaged when it collided with power lines and terrain following a total loss of engine power while on approach to Sussex County Airport (GED), Georgetown, Delaware. The airline transport pilot was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which departed Woodbine Municipal Airport (OBI), Woodbine, New Jersey, about 0935. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The pilot stated that his was one airplane in a flight of four from OBI to GED, where they planned to purchase fuel and have brunch. He estimated the 40-mile flight would consume approximately 6 gallons of fuel and he estimated there were "15 to 20 gallons" on board at departure. The en route portion of the flight was flown at 4,500 feet and the pilot entered the airport traffic pattern for landing on runway 04. The downwind leg was extended due to traffic, and whileon downwind, the pilot switched from the left fuel tank to the right fuel tank, lowered the landing gear, moved the propeller lever to "full," completed "landing checks," and turned to the base leg of the traffic pattern. According to the pilot, as he turned from the base leg to the final leg of the traffic pattern, he attempted to increase engine power, but "there was nothing there" and the engine would not advance past 1,000 rpm. He again attempted to increase power with no response from the engine, and switched the fuel selector back to the left fuel tank. The pilot believed he "had the field made," but the airplane impacted power lines, and came to rest near the airport boundary At 0954, the weather conditions reported at GED included a broken ceiling at 7,500 feet, visibility 10 miles, temperature 16 degrees C, dew point 6 degrees C, and an altimeter setting of 30.22 inches of mercury. The wind was from 010 degrees at 6 knots. The pilot held an airline transport pilot certificate with a rating for airplane multiengine, and a commercial pilot certificate with a rating for airplane single engine land. His most recent FAA third class medical certificate was issued on April 30, 2011. He reported 5,000 total hours of flight experience, of which 400 hours were in the accident airplane make and model. The wreckage was recovered from the accident site and moved onto GED airport property, where it was secured for examination at a later date. During recovery, a total of approximately 7 gallons of fuel was recovered, but the exact amounts recovered from each wing tank could not be determined. Examination of photographs revealed substantial damage to the wings, fuselage, and empennage. All three propeller blades were damaged, with one blade cut and scored deeply near its root. ## Aircraft - Registration: [N200DP](https://openairdocs.org/aircraft/N200DP), registered now, S/N 25-0090, built 1979 (OpenAirDocs) - Reported make and model: MOONEY AIRCRAFT CORP. M20K - Registry model: [Mooney M20K](https://openairdocs.org/model/mooney-m20k) (registry code 5870220) (OpenAirDocs) - Registry engine: [Continental TSIO-360 series](https://openairdocs.org/engine/continental-tsio-360-series) (registry code 17019, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 25-0090 - Year built: 1979 - Airframe hours: 3000 - Engines: CONT MOTOR TSIO-520-NB 305 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Grund Joseph R - Registered owner: Grund Joseph R - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 10, 2013 - Departed: OBI, WOODBINE, NJ - Destination: GED, Georgetown, DE - Airport: GED, Sussex County, runway 04, 5,000 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: serious; private, airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, unknown; flight hours: 5,000 total, 400 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 10° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: 7,500 ft broken - Temperature: 61 °F, dew point 43 °F - Altimeter: 30.21 inHg - Observed at: KGED ## 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 20140518007619A](https://openairdocs.org/incident/20140518007619A), May 18, 2014: Mooney Aircraft Corp. M20K, Georgetown, DE, Substantial damage. On may 18, 2014, at 10:00 a.m. local time, a 1979 Mooney M20K, N200DP, struck cable & phone wires during approach to landing at Sussex county regional airport… ## Docket (6 files) The files NTSB released with the investigation on March 31, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=89225. 4.9 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 854 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40424237&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Memorandum of Record - Pilot Interview (item 2, .PDF, 111 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40424265&FileExtension=.PDF&FileName=Memorandum%20of%20Record%20-%20Pilot%20Interview-Master.PDF - Engine Field Run Report (Continental) (item 3, .PDF, 7 photos, 383 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40424238&FileExtension=.PDF&FileName=Engine%20Field%20Run%20Report%20(Continental)-Master.PDF - Photo 1 – Struck Wire on Ground (Photo Courtesy of FAA) (item 4, .PDF, 967 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40424239&FileExtension=.PDF&FileName=Photo%201%20%E2%80%93%20Struck%20Wire%20on%20Ground%20%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 2 – Propeller (Photo Courtesy of FAA) (item 5, .PDF, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40424240&FileExtension=.PDF&FileName=Photo%202%20%E2%80%93%20Propeller%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 3 – Windscreen, Roof, and Vertical Fin (Photo Courtesy of FAA) (item 6, .PDF, 932 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40424241&FileExtension=.PDF&FileName=Photo%203%20%E2%80%93%20Windscreen,%20Roof,%20and%20Vertical%20Fin%20(Photo%20Courtesy%20of%20FAA)-Master.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.