ERA22LA307

The pilot reported that he departed with the airplane’s fuel tanks full and proceeded along a route recommended by local pilots to clear the surrounding terrain. The pilot noted that the airplane’s climb performance was “less than normal” and that the airplane was “struggling” to maintain a climb rate of 500 ft per minute. As the airplane approached terrain, the pilot considered a “hard turn,” but was concerned about losing airspeed and the proximity of the terrain and chose to continue at the airplane’s best rate of climb. The airplane subsequently began to scrape across trees in a level attitude, then settled into the trees. The airplane came to rest in heavily-wooded terrain at an elevation about 2,230 ft mean sea level (msl) southeast of the departure airport. Examination of the engine revealed that the induction air boot from the airbox to the fuel injector unit was severely degraded. No other anomalies were observed that would have precluded normal operation. Performance information from the airplane’s pilot operating handbook indicated that the expected rate of climb given the airplane’s gross weight and the atmospheric conditions present at the time of the accident was about 1,300 ft per minute at a best rate of climb speed of 113 mph indicated airspeed. Based on this information, the airplane would travel a horizontal distance of about 2.8 statute miles (sm) to reach an altitude of 2,500 ft msl. The accident site was located about 3 sm straight-line distance from the departure airport. The departure airport was located in a valley adjacent to a ridgeline that ran northeast/southwest. Another airport was located in the valley about 9 nautical miles south of the departure airport. Review of the sectional chart revealed that the accident site was located just north of a peak with a charted elevation of 2,289 ft msl, the highest terrain in the immediate vicinity of the departure airport. It is possible that the condition of the fuel injector airbox boot could have affected airflow over the fuel injector impact tubes and the performance of the fuel injectors. Although this effect could not be quantified based on the available information, it may have contributed to the pilot’s perception of decreased climb performance. If the pilot had concerns about the airplane’s climb performance after takeoff, the options available included returning to the departure airport, continuing south along the valley and gaining altitude before turning on course, or diverting to the airport to the south. However, the available evidence suggests that, after takeoff, the pilot turned the airplane toward the destination airport and the area of highest terrain surrounding the departure airport, where the airplane subsequently impacted trees and rising terrain.

Review of maintenance records indicated that the engine was rebuilt by the manufacturer in July 2019. The most recent annual inspection was completed on April 19, 2022, at a tachometer time of 2,853 hours and airframe total time of 3,584 hours. The tachometer indicated 2,913.1 hours during postaccident examination. The pilot reported that the airplane’s gross weight at the time of the accident was 2,364 lbs. The airplane’s maximum gross weight was 2,740 lbs. Based on the reported gross weight and atmospheric conditions present at the time of the accident, performance charts in the pilot operating handbook indicated that the airplane’s predicted rate of climb was about 1,300 ft per min at a best rate of climb speed of 113 mph indicated airspeed. N89 was located in a valley at an elevation of 292 ft msl, adjacent to a ridgeline that ran northeast/southwest. The runway was oriented in a 04/22 configuration. Another airport was located in the valley about 9 nautical miles south of the departure airport. Review of the sectional chart revealed that the accident site was located just north of the highest charted terrain in the immediate vicinity of the departure airport, a peak with an elevation of 2,289 ft msl (figure 1). Figure 1. Sectional chart excerpt with departure airport and accident site area annotated (Source: NTSB) On July 10, 2022, about 1917 eastern daylight time, a Mooney M20F, N600FS, was substantially damaged when it was involved in an accident near Cragsmoor, New York. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The flight originated at Joseph Y Resnick Airport (N89), Ellenville, New York, and was destined for Brookhaven Airport (HWV), Shirley, New York. The pilot reported that he departed N89 with the airplane’s fuel tanks full and proceeded along a route recommended by local pilots to clear the surrounding terrain. The pilot noted that the airplane’s climb performance was “less than normal” and that the airplane was “struggling” to maintain a climb rate of 500 ft per minute. As the airplane approached terrain, the pilot considered a “hard turn,” but was concerned about losing airspeed and the proximity of the terrain and chose to continue at the airplane’s best rate of climb. The airplane subsequently began to scrape across trees in a level attitude, then settled into the trees and impacted terrain. The airplane came to rest in heavily-wooded terrain at an elevation about 2,230 ft msl about 3 statute miles southeast of N89. Both wings sustained substantial damage. The airplane was recovered from the site for additional examination. On July 10, 2022, about 1917 eastern daylight time, a Mooney M20F, N600FS, was substantially damaged when it was involved in an accident near Cragsmoor, New York. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The flight originated at Joseph Y Resnick Airport(N89), Ellenville, New York, and was destined for Brookhaven Airport (HWV), Shirley, New York. The pilot reported that he departed N89 with the airplane’s fuel tanks full and proceeded along a route recommended by local pilots to clear the surrounding terrain. The pilot noted that the airplane’s climb performance was “less than normal” and that the airplane was “struggling” to maintain a climb rate of 500 ft per minute. As the airplane approached terrain, the pilot considered a “hard turn,” but was concerned about losing airspeed and the proximity of the terrain and chose to continue at the airplane’s best rate of climb. The airplane subsequently began to scrape across trees in a level attitude, then settled into the trees and impacted terrain. The airplane came to rest in heavily-wooded terrain at an elevation about 2,230 ft msl about 3 statute miles southeast of N89. Both wings sustained substantial damage. The airplane was recovered from the site for additional examination. The propeller, which remained attached to the crankshaft flange, exhibited minor rotational scoring. The engine remained attached to the airframe. The fuel injector remained secured to the bottom of the engine and was undamaged. The induction air boot connecting the fuel injector to the airbox was found severely deteriorated (figure 2). Figure 2. Deteriorated fuel injector airbox boot (Source: Lycoming) The fuel injector inlet screen was clean, the diaphragms undamaged, and fuel was present within the unit. The fuel tested negative for water contamination. The fuel flow divider was undamaged, and the fuel lines remained secured. Fuel was present within the unit and the diaphragm was undamaged. The fuel nozzles were secured in their respective cylinder heads and were undamaged. Removal and examination revealed that the nozzles were unobstructed. The engine crankshaft was rotated by hand at the propeller; thumb compression was established in all cylinders, valve lift action was observed, and continuity to the accessory section was confirmed. A borescope examination of the cylinders revealed no anomalies. The fuel pump remained installed on the accessory housing. The pump was removed and pumped fuel when actuated by hand. Both magnetos remained secure to their accessory housings. The units produced spark at all terminal leads when rotated by hand. The spark plugs remained installed in their respective cylinder heads and were undamaged. The electrodes exhibited normal operating signatures. Removal and examination of the oil filter revealed that the element was clean. The exhaust system was intact and undamaged.