# NTSB MIA06LA109: Mooney M20G, N12RH, Lantana, FL, May 18, 2006 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: May 18, 2006, 08:50 local (12:50 UTC) - Place: Lantana, FL - Coordinates: 26.5930555555556, -80.085 - Nearby events: https://openairdocs.org/map.md?lat=26.5931&lon=-80.0850&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report February 28, 2008 - Report: Approved by Office Director - Parties: FAA FSDO - NTSB case key (mKey): 63876 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA06LA109 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/63876/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=63876 - Page: https://openairdocs.org/ntsb/MIA06LA109 ## Probable cause The pilot's inadequate preflight inspection, which resulted in a loss of engine power during initial climb due to water contamination in the fuel. Contributing factors were the deteriorated fuel cap o-ring and the pilot's failure to maintain adequate airspeed. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, takeoff - initial climb - fuel system,cap - deteriorated (contributing factor) - aircraft preflight - inadequate, pilot in command (cause) - fluid,fuel - contamination,water (cause) - Loss of control - in flight, takeoff - initial climb - airspeed - not maintained, pilot in command (contributing factor) - stall/spin - encountered, pilot in command - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The airplane's engine lost power about 100 feet above the ground during takeoff initial climb. When the engine ceased to operate, the pilot allowed the airspeed to decay, and the airplane stalled and descended to ground impact. Water contamination was found in the left wing fuel tank and in the carburetor. The fuel selector was in the left tank position at the time of the accident. The left fuel cap o-ring was severely dry rotted and cracked. The airplane had been parked outside during the preceding nine days, and there had been a significant amount of rainfall. The airplane had been fueled the day before the accident; however, no other aircraft that received fuel from the same fuel truck reported any problems with water contamination. The source of the water contamination was likely rain water that entered the left fuel tank through the deteriorated fuel cap o-ring. If the pilot had drained the airplane's fuel sumps during preflight inspection, he would likely have discovered the fuel contamination. ## Factual narrative On May 18, 2006, about 0850 eastern daylight time, a Mooney M20G, N12RH, impacted the ground following a loss of control subsequent to a loss of engine power during takeoff initial climb from Palm Beach County Park Airport, Lantana, Florida. The airplane was registered to and operated by the pilot. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The private pilot and the passenger received serious injuries and the airplane incurred substantial damage. The flight was originating at the time of the accident, and the intended destination was Exuma Island, Bahamas. A witness reported that he observed the airplane depart on runway 33 and climb to an altitude of 50 to 100 feet above the runway. Then the airplane appeared to stall and shudder at which time the left wing dropped. The airplane began to turn left and descended until it hit the ground. The FAA inspector who responded to the accident scene stated that witnesses told him that the airplane incurred a loss of engine power about 100 feet above the ground during takeoff from runway 33. The inspector further stated that the witnesses saw the airplane stall and descend to ground impact. The inspector added that the pilot's wife, who was a passenger in the airplane, stated that there was an alarm that sounded in the cockpit, and then they immediately started descending and struck the ground. During examination of the airplane, the FAA inspector found the fuel selector in the off position. A witness, who had assisted the pilot in exiting the airplane after the impact, reported that he found the fuel selector in the left tank position and moved it to the off position. The FAA inspector removed the left and right wing fuel tank caps and observed that the tanks were full of fuel. He noted that the left fuel cap o-ring was severely dry rotted and had several cracks. Fuel was drained from the right wing sump drain; the fuel drained freely, and no contamination was noted. Fuel was drained from the left wing sump drain; the fuel did not flow freely, only a few ounces were obtained, and the fuel was contaminated with water. In order to obtain a larger sample of fuel from the left wing, the carburetor was removed, a bucket was placed under the fuel line to the carburetor, and the fuel selector was placed in the left tank position. The aircraft battery was used to power the aircraft's fuel boost pump, and approximately 1 gallon of fuel was obtained. The fuel sample was cloudy and contained a significant amount of water. The carburetor was partially disassembled, and the bowl was found contaminated with approximately 50% water. The FAA inspector interviewed personnel at the airport's fixed base operation and discovered that the airplane had arrived at the airport on May 9. It was parked outside on the ramp from that date until the day of the accident. During this time period, there had been a significant amount of rainfall. The airplane was fueled on May 17 with 22.2 gallons of 100LL aviation fuel. No other aircraft that received fuel from the same fuel truck reported any problems with water contamination. ## Aircraft - Registration: [N12RH](https://openairdocs.org/deregistered/N12RH-2009-06-24), registration cancelled 2009-06-24, S/N 680078, built 1968 (OpenAirDocs) - Reported make and model: Mooney M20G - Registry model: [Mooney M-20G](https://openairdocs.org/model/mooney-m-20g) (registry code 5870216) (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: 68-0078 - Airframe hours: 2678 - Engines: Lycoming O-360-AID 180 horsepower reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 1, 2006 - Departed: KLNA, Lantana, FL - Destination: MYEF, Exuma Island - Flight plan: IFR - Airport: LNA, Palm Beach County Park, runway 33, 3,421 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 52; injuries: serious; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review June 1, 2004; seat: left; flight hours: 500 total ## Weather - Conditions: Visual (VMC), Day - Wind: 320° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 73 °F, dew point 57 °F - Altimeter: 29.95 inHg - Observed at: PBI, 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 20060518016979A](https://openairdocs.org/incident/20060518016979A), May 18, 2006: Mooney M20G, West Palm Beach, FL, Substantial damage. (-23) On may 16 2006 a Mooney model M20G, registration N12RH, departed Palm Beach lantana airpark (klna) at approximately 08:50 local time with two souls on… ## Docket (5 files) The files NTSB released with the investigation on February 5, 2008, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=63876. 875 KB in all. - Witness Statements (item 1, .PDF, 107 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40460113&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - FAA Inspector Statement (item 2, .PDF, 108 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40460114&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Master.PDF - Postcrash Examination (item 3, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40460115&FileExtension=.PDF&FileName=Postcrash%20Examination-Master.PDF - Fuel Records (item 4, .PDF, 108 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40288453&FileExtension=.PDF&FileName=Fuel%20Records-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 5, .PDF, 483 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40288454&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-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.