# NTSB ERA22LA307: Mooney M20F, N600FS, Cragsmoor, NY, July 10, 2022 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: July 10, 2022, 19:17 local (23:17 UTC) - Place: Cragsmoor, NY · Heavily Wooded Area Near Mountain Top - Coordinates: 41.687583, -74.35725 - Nearby events: https://openairdocs.org/map.md?lat=41.6876&lon=-74.3572&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-climb to cruise: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: FAA / FSDO, Lycoming Engines - NTSB case key (mKey): 105455 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA22LA307 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/105455/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=105455 - Page: https://openairdocs.org/ntsb/ERA22LA307 ## Probable cause The pilot’s decision to continue toward rising terrain despite observing the airplane’s decreased climb performance after takeoff, which resulted in flight into terrain. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Mooney M20F, 2 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=5870214), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) - [Terrain: mountainous/hilly terrain](https://openairdocs.org/ntsb-findings/03021010): Environmental issues › Physical environment · Decision related to condition (probable cause); cases with it: [Mooney M20F, 1 case](https://openairdocs.org/ntsb-findings/03021010/cases.md?model=5870214), [All aircraft, 329 cases](https://openairdocs.org/ntsb-findings/03021010/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Mooney M20F, 7 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=5870214), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Power plant: air intake](https://openairdocs.org/ntsb-findings/01057160): Aircraft › Aircraft power plant · Damaged/degraded; cases with it: [Mooney M20F, 1 case](https://openairdocs.org/ntsb-findings/01057160/cases.md?model=5870214), [All aircraft, 50 cases](https://openairdocs.org/ntsb-findings/01057160/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-climb to cruise: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120) (defining event); cases with it: [Mooney M20F, 5 cases](https://openairdocs.org/ntsb-events/120/sequence.md?model=5870214), [All aircraft, 1,074 cases](https://openairdocs.org/ntsb-events/120/sequence.md) ## Analysis 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. ## Factual narrative 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. ## Aircraft - Registration: [N600FS](https://openairdocs.org/aircraft/N600FS), registered now, S/N 22-0044, built 1974 (OpenAirDocs) - Reported make and model: MOONEY M20F - Registry model: [Mooney M20F](https://openairdocs.org/model/mooney-m20f) (registry code 5870214) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 22-0044 - Year built: 1974 - Airframe hours: 3584 - Engines: Lycoming IO-360-A1A 200 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 19, 2022 - Departed: N89, Ellenville, NY - Destination: HWV, Shirley, NY - Airport: N89, Joseph Y Resnick, runway 22, 3,838 × 75 ft, asphalt - Equipment: ADS-B, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 46; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review August 8, 2021; seat: left; restraint: lap only; flight hours: 1,196 total, 950 in this make and model, 1,096 as pilot in command, 41 in the last 90 days, 18 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 64 °F, dew point 54 °F - Altimeter: 30.01 inHg - Observed at: KMGJ, 11 nm away - METAR: KMGJ 110054Z AUTO 00000KT 10SM CLR 18/12 A3001 RMK AO2 SLP159 T01830122 $ ## 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 20220710014249A](https://openairdocs.org/incident/20220710014249A), Jul 10, 2022: Mooney M20F, Ellenville, NY, Substantial damage. On July 10th 2022 Mooney M20F, [privacy data omitted], serial number 22-0044 departed Joseph Y Resnick Airport (N89). After takeoff during climb pilot… ## Docket (8 files) The files NTSB released with the investigation on July 5, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=105455. 19.6 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 439 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17204700&FileExtension=pdf&FileName=ntsb%20form%2061201%20online_Redacted-Rel.pdf - Maintenance records - Lycoming operator's manual excerpt (item 2, PDF, 1 page, 57 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17204820&FileExtension=pdf&FileName=Lycoming%20Operator%27s%20Manual%2060297-12%20Excerpt-Rel.pdf - Memorandum of record - engine examination (item 3, PDF, 2 pages, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17265055&FileExtension=pdf&FileName=ERA22LA307%20Engine%20Exam%20MOR-Rel.pdf - Maintenance records - engine logs (item 4, PDF, 2 pages, 10.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17206027&FileExtension=pdf&FileName=Pages%20from%20N600FS%20Engine%20Logbook_Redacted-Rel.pdf - Maintenance records - airframe logs (item 5, PDF, 1 page, 5.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17205618&FileExtension=pdf&FileName=Pages%20from%20N600FS%20Airframe%20Logs%20Since%202015_Redacted-Rel.pdf - Investigative photographs (item 6, PDF, 7 pages, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17205007&FileExtension=pdf&FileName=Investigative%20Photo%20Array-Rel.pdf - Operating handbook excerpt - climb performance chart (item 7, PDF, 1 page, 159 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17264733&FileExtension=pdf&FileName=Climb%20chart%20M20F-Rel.pdf - Accident site location (item 8, PDF, 3 pages, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17264476&FileExtension=pdf&FileName=N600FS%20Accident%20Site%20Location-Rel.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.