# NTSB MIA08FA094: Mooney M20M, N429RM, Midlothian, VA, April 27, 2008 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: April 27, 2008, 10:19 local (14:19 UTC) - Place: Midlothian, VA - Coordinates: 37.444442, -77.598335 - Nearby events: https://openairdocs.org/map.md?lat=37.4444&lon=-77.5983&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Fatal - Injuries: 2 fatal, 1 serious; on the ground: 1 serious - Status: Completed, report August 12, 2010 - Report: Approved by Office Director - Parties: Mooney Airplane Compay, Inc., Textron Lycoming, FAA/FSDO - NTSB case key (mKey): 67889 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA08FA094 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/67889/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=67889 - Page: https://openairdocs.org/ntsb/MIA08FA094 ## Probable cause The pilot’s improper control inputs resulting from spatial disorientation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Perception/orientation/illusion: spatial disorientation](https://openairdocs.org/ntsb-findings/02022025): Personnel issues › Psychological · Pilot (probable cause); cases with it: [Mooney M20M, 2 cases](https://openairdocs.org/ntsb-findings/02022025/cases.md?model=5870222), [All aircraft, 358 cases](https://openairdocs.org/ntsb-findings/02022025/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Mooney M20M, 9 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=5870222), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Mooney M20M, 11 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=5870222), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) - [Post-impact: Fire/smoke (post-impact)](https://openairdocs.org/ntsb-events/170); cases with it: [Mooney M20M, 1 case](https://openairdocs.org/ntsb-events/170/sequence.md?model=5870222), [All aircraft, 354 cases](https://openairdocs.org/ntsb-events/170/sequence.md) ## Analysis The instrument-rated private pilot departed with an instrument flight rules clearance and encountered instrument meteorological conditions shortly after takeoff. He did not establish contact with air traffic control at any time during the flight, nor did he enter controlled airspace on the assigned heading of 180 degrees. According to the NTSB Air Traffic Control (ATC) Radar Study, the flight climbed to approximately 1,800 feet msl, and continued in a direction northwest of the departure airport while turning left, right, and then left with slight changes in altitude. The airplane then began a right descending turn with the bank angle and turn rate increasing beyond the standard rates and angles, and the load factor reached close to maximum limits. At some point near the end of the flight, during the right descending turn, the lower fuselage panel separated and the left rear window separated. The airplane impacted the ground then a house and both were destroyed by impact and postcrash fire. The pilot's wife reported a previous concern with a stuck flap. Although the impact and fire destroyed sections of the flight control push/pull tubes and components of the flap system, changes in direction to the left and right were consistent with the pilot controlling the airplane. Examination of the wreckage, including the flight control, flap, and speedbrake systems, did not reveal any preimpact mechanical malfunctions. Additionally, Mooney Flight Test personnel reported that the airplane is controllable with one flap fully extended and the other flap fully retracted. No evidence of preimpact failure or malfunction was noted to the engine or engine accessories. Risk factors for spatial disorientation were present at the time of the accident, including instrument meteorological conditions and maneuvering flight. The airplane’s sequence of turns during the departure and its subsequent spiral dive were conducive to vestibular illusions. Analysis of the radar data in the airplane performance study showed evidence of a flight path and associated increased g-loading that were consistent with the effects of spatial disorientation. ## Factual narrative HISTORY OF FLIGHT On April 27, 2008, about 1019 eastern daylight time, a Mooney Airplane Company, Inc., M20M, N429RM, registered to RKJ Aero LLC, experienced an in-flight loss of control shortly after takeoff from Chesterfield County Airport (FCI), and crashed into a house located in Midlothian, Virginia. Instrument meteorological conditions prevailed at the time and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight from FCI to Franklin Municipal-John Beverly Rose Airport (FKN), Franklin, Virginia. The airplane was destroyed by impact and a postcrash fire, and the certificated private pilot and pilot-rated passenger were killed. The house was destroyed by impact and the postcrash fire, and the sole person in the house sustained serious injuries due to burns. The flight originated about 1016, from FCI. An employee of a fixed base operator (FBO), at the departure airport, reported the airplane remained on their ramp with the engine running for approximately 15 minutes. The airplane then taxied to runway 33 and remained at the approach end of the runway for approximately 15 minutes. Another employee of the same FBO reported she did not hear any radio calls on the common traffic advisory frequency (CTAF) from the pilot announcing his departure, but she became busy with work duties and people that arrived at the FBO about that time. According to a transcription of communications with Potomac Terminal Radar Approach Control (TRACON), at 1007:46, an occupant of the airplane established contact with the James River Flight Data (JRVFD) Position and advised the controller that they were on the ground at FCI requesting IFR clearance to FKN. The JRVFD controller advised the pilot that the flight was cleared to FKN via direct Harcum VORTAC, then direct FKN. He was also advised to maintain 2,000 feet mean sea level (msl), expect 5,000 feet msl 10 minutes after takeoff, the departure frequency was 134.7 MHz, and the discrete transponder code was 5321. An occupant of the airplane correctly read back the IFR clearance and the JRVFD controller instructed the pilot to advise when the flight was ready to depart. An occupant replied that they were currently number one to takeoff from runway 33. At 1009:08, the Potomac TRACON JRVFD controller advised the pilot that the flight was released for departure and to enter controlled airspace heading 180 degrees. An occupant of the airplane read back the heading information. The employee of the FBO, who witnessed the airplane taxiing out, further reported that during takeoff, when the airplane was abeam the windsock, it was below the tree-line. While airborne, the airplane continued past the departure end of the runway, where he lost sight of the airplane after entering clouds. It was not raining at the time of departure, but it was cloudy. He did not recall whether the landing gear retracted and did not recall seating positions of the occupants before departure. According to the NTSB Air Traffic Control (ATC) Radar Study, the first radar target associated with the accident airplane was at 1016:03; the airplane at that time was located near the departure end of runway 33 at 300 feet msl. The flight continued on the runway heading until approximately 1017:04, and climbed to approximately 1,100 feet msl. At that time the flight was near Jacobs Road. The airplane then turned left, flying in a west-northwesterly direction and climbed to approximately 1,300 feet msl, until approximately 1017:22. At that time the flight turned right flying in a northwesterly direction. The flight continued in the northwesterly heading, climbing to approximately 1,800 feet msl, until 1017:50, while over Hull Street Road (U.S. Route 360), the airplane then turned left. The airplane continued in the left turn until 1018:17. During the left turn the airplane descended initially to 1,600 feet msl, then climbed back to 1,800 feet msl. The airplane remained at approximately 1,800 feet msl, but turned right, flying first in a westerly direction, then turned left flying in a west-southwesterly direction until 1018:27. At that time, the airplane began a right descending turn, losing 1,000 feet of altitude in an approximate 10 second period, with a corresponding ground speed increase from approximately 140 knots to 170 knots. The last radar target, which occurred at 1018:40, depicted the airplane to be at 600 feet msl, and was located near the accident site. A non-correlated radar target was located west of the last radar target. One witness, located near the accident site, reported to a Federal Aviation Administration (FAA) inspector, that he observed the airplane flying beneath the cloud bases. The airplane flew in a southerly direction at an estimated 50 to 60 feet above ground level (agl), in a wings level, slow descent. He saw a large part separate, then heard engine sound decrease. He noticed the propeller turning slowly, then lost sight of the airplane. A second witness reported hearing the engine “stalled” and tried to restart, while a third witness reported that at the time of the accident there was light drizzle. The witness heard an airplane approaching from the northwest and reported the noise increased enough to get his attention. He observed the airplane, which appeared to be silver in color, and noticed the right side of the airplane while it was descending at about a 45-degree angle. The engine sounded “wide open” and there was no sputtering; the engine roar was constant. He correlated it to a “kamikaze type dive.” He did not see any sign of a recovery from the nose-low descent, and it disappeared from his view. A second or two later, he heard the impact and his wife dialed 911. He did not see anything separate from the airplane. It was not “listing to either side and was right side up. I could not see the pilot or passenger.” A fourth witness reported that at the time of the accident, he was in his driveway and heard a noise from above. It sounded to him like the engine was “missing and sputtering.” He looked in the direction of the noise and saw the airplane coming across the trees, moving southward across Woodsong Drive at a rapid rate of speed. The airplane was descending at about a 45-degree angle, and it was not pitching or rolling. The airplane impacted on Woodsong Drive. He drove to the scene right away and saw other neighbors circling the house, trying to gain entrance, but it was evident they could not enter due to the heavy smoke and flames. At 1019:26, a controller with the Potomac TRACON Flatrock (FLTRK) Position advised on the departure frequency, “november four two nine romeo mike potomac departure low altitude alert climb and maintain two thousand immediately.” There was no recorded response from the pilot and there was no recorded communication from the accident pilot while airborne with Potomac TRACON. The airplane crashed into a house located in a residential area during daylight conditions. The crash site was located approximately 400 feet south-southeast from the last correlated radar target. PERSONNEL INFORMATION The pilot, age 40, held a private pilot certificate with ratings for airplane single-engine land and instrument airplane, issued on February 3, 2007 and April 7, 2007, respectively. He also held a third-class medical certificate, with no limitations, issued on December 18, 2006. A review of his pilot logbook, which was found in the wreckage and was heat damaged, revealed that no carry forward flight time was listed on the first page of logged flights. The “From” date indicated December 16th, with the year not legible. He logged a total time of approximately 332 hours, of which approximately 271 hours were as pilot-in-command (PIC). Since obtaining his instrument rating on April 7, 2007, he logged approximately 23 hours actual instrument flight time, of which 19 hours were log ## Aircraft - Registration: [N429RM](https://openairdocs.org/deregistered/N429RM-2018-01-19), registration cancelled 2018-01-19, S/N 27-0301, built 2000 (OpenAirDocs) - Reported make and model: MOONEY M20M - Registry model: [Mooney M20M](https://openairdocs.org/model/mooney-m20m) (registry code 5870222) (OpenAirDocs) - Registry engine: [Lycoming TI0-540 series](https://openairdocs.org/engine/lycoming-ti0-540-series) (registry code 41533, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 27-0301 - Airframe hours: 491 - Engines: LYCOMING TIO-540-AF1B 270 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Operator: Joseph A. Grana III - Registered owner: Rkj Aero LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 16, 2007 - Departed: FCI, Midlothian, VA - Destination: FKN, Franklin, VA - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 40; injuries: fatal; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review April 7, 2007; seat: left; toxicology performed; flight hours: 332 total, 271 as pilot in command, 0 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Day - Wind: 360° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: 800 ft overcast - Temperature: 63 °F, dew point 55 °F - Altimeter: 30.14 inHg - Observed at: FCI ## 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 20080427832529A](https://openairdocs.org/incident/20080427832529A), Apr 27, 2008: Mooney M20M, Midlothian, VA, Destroyed, 2 fatal. (-23) Aircraft N429RM lost control after take-off from fci at 10:10 am and crashed into a house at 10:30 am and caught fire. The house and aircraft were… ## Docket (37 files) The files NTSB released with the investigation on January 29, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=67889. 12.7 MB in all. - ATC 3 - Potomac TRACON Radar Data RIC ASR-9 (item 1, ZIP, 2.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40294340&FileExtension=zip&FileName=ATC%203%20-%20Potomac%20TRACON%20Radar%20Data%20RIC%20ASR-9-Master - ATC 3 - Radar Study (item 2, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40294341&FileExtension=.PDF&FileName=ATC%203%20-%20Radar%20Study-Master.PDF - Aircraft Performance 13 - Study of Group Chairman (item 3, .PDF, 486 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40300647&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Study%20of%20Group%20Chairman-Master.PDF - Materials Laboratory Factual Report 08-123, Examination of left hand rear window (item 4, .PDF, 221 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40304953&FileExtension=.PDF&FileName=Materials%20Laboratory%20Factual%20Report%2008-123,%20Examination%20of%20left%20hand%20rear%20window-Master.PDF - Record of NTSB Conversations (item 5, .PDF, 254 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322112&FileExtension=.PDF&FileName=Record%20of%20NTSB%20Conversations-Redacted.PDF - Witness Statements (item 6, .PDF, 301 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322101&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Weather Reports and Records (item 7, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322102&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Transcript of Radio Communications (item 8, .PDF, 622 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322104&FileExtension=.PDF&FileName=Transcript%20of%20Radio%20Communications-Redacted.PDF - Weight and Balance (item 9, .PDF, 732 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322106&FileExtension=.PDF&FileName=Weight%20and%20Balance-Redacted.PDF - Excerpts from Aircraft Logbook (item 10, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322107&FileExtension=.PDF&FileName=Excerpts%20from%20Aircraft%20Logbook-Redacted.PDF - Fueling Information (item 11, .PDF, 315 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322108&FileExtension=.PDF&FileName=Fueling%20Information-Redacted.PDF - Flight Plan (item 12, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322109&FileExtension=.PDF&FileName=Flight%20Plan-Redacted.PDF - Excerpt from Airplane Type Certificate Data Sheet (item 13, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322110&FileExtension=.PDF&FileName=Excerpt%20from%20Airplane%20Type%20Certificate%20Data%20Sheet-Master.PDF - Excerpts from Pilot's Operating Handbook and FAA Approved Airplane Flight Manual (item 14, .PDF, 351 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322120&FileExtension=.PDF&FileName=Excerpts%20from%20Pilot%27s%20Operating%20Handbook%20and%20FAA%20Approved%20Airplane%20Flight%20Manual-Redacted.PDF - ATC Personnel Statements (item 15, .PDF, 258 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322121&FileExtension=.PDF&FileName=ATC%20Personnel%20Statements-Redacted.PDF - Work Order (item 16, .PDF, 82 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322114&FileExtension=.PDF&FileName=Work%20Order-Redacted.PDF - Letter from Mooney Regarding Airplane Controllability. (item 17, .PDF, 22 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322482&FileExtension=.PDF&FileName=Letter%20from%20Mooney%20Regarding%20Airplane%20Controllability.-Redacted.PDF - Document from Mooney Airplane Corporation (item 18, .PDF, 79 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322105&FileExtension=.PDF&FileName=Document%20from%20Mooney%20Airplane%20Corporation-Master.PDF - Letter from Pilot's Wife Concerning Flaps (item 19, .PDF, 88 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322700&FileExtension=.PDF&FileName=Letter%20from%20Pilot%27s%20Wife%20Concerning%20Flaps-Redacted.PDF - Statement from C & W Aero Services, Inc. (item 20, .PDF, 26 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40323667&FileExtension=.PDF&FileName=Statement%20from%20C%20%26%20W%20Aero%20Services,%20Inc.-Redacted.PDF - E-mail from CSC DUATS about Weather Briefing (item 21, .PDF, 17 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324845&FileExtension=.PDF&FileName=E-mail%20from%20CSC%20DUATS%20about%20Weather%20Briefing-Redacted.PDF - E-mail Concerning Weather (item 22, .PDF, 43 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40325068&FileExtension=.PDF&FileName=E-mail%20Concerning%20Weather-Redacted.PDF - Excerpts from Maintenance Records (item 23, .PDF, 910 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40325076&FileExtension=.PDF&FileName=Excerpts%20from%20Maintenance%20Records-Redacted.PDF - Toxicology Report-Pilot (item 24, .PDF, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322115&FileExtension=.PDF&FileName=Toxicology%20Report-Pilot-Redacted.PDF - Toxicology Reports-Passenger (item 25, .PDF, 92 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322116&FileExtension=.PDF&FileName=Toxicology%20Reports-Passenger-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 26, .PDF, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322119&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 27, .PDF, 178 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322118&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Photo 1: NTSB Digital Picture. View Showing the Separated Lower Fuselage Panel (item 28, .PDF, 181 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322123&FileExtension=.PDF&FileName=Photo%201%3A%20NTSB%20Digital%20Picture.%20View%20Showing%20the%20Separated%20Lower%20Fuselage%20Panel-Master.PDF - Photo 2: NTSB Digital Picture. View Showing the Accident Site. (item 29, .PDF, 292 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322124&FileExtension=.PDF&FileName=Photo%202%3A%20NTSB%20Digital%20Picture.%20View%20Showing%20the%20Accident%20Site.-Master.PDF - Photo 3: NTSB Digital Picture. Another View of the Accident Site. (item 30, .PDF, 269 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322125&FileExtension=.PDF&FileName=Photo%203%3A%20NTSB%20Digital%20Picture.%20Another%20View%20of%20the%20Accident%20Site.-Master.PDF - Photo 4: NTSB Digital Picture. Another View of the Accident Site. (item 31, .PDF, 184 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322126&FileExtension=.PDF&FileName=Photo%204%3A%20NTSB%20Digital%20Picture.%20Another%20View%20of%20the%20Accident%20Site.-Master.PDF - Photo 5: NTSB Digital Picture. View of the Engine Being Recovered from the Accident Site. (item 32, .PDF, 306 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322127&FileExtension=.PDF&FileName=Photo%205%3A%20NTSB%20Digital%20Picture.%20View%20of%20the%20Engine%20Being%20Recovered%20from%20the%20Accident%20Site.-Master.PDF - Photo 6: NTSB Digital Picture. View of the Wreckage Layout. (item 33, .PDF, 185 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322128&FileExtension=.PDF&FileName=Photo%206%3A%20NTSB%20Digital%20Picture.%20View%20of%20the%20Wreckage%20Layout.-Master.PDF - Photo 7: NTSB Digital Picture. View of the Rotor from the Attitude Gyro. Note the Scoring. (item 34, .PDF, 155 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322129&FileExtension=.PDF&FileName=Photo%207%3A%20NTSB%20Digital%20Picture.%20View%20of%20the%20Rotor%20from%20the%20Attitude%20Gyro.%20Note%20the%20Scoring.-Master.PDF - Photo 8: NTSB Digital Picture. View of the Left Speedbrake. (item 35, .PDF, 154 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322130&FileExtension=.PDF&FileName=Photo%208%3A%20NTSB%20Digital%20Picture.%20View%20of%20the%20Left%20Speedbrake.-Master.PDF - Photo 9: NTSB Digital Picture. View of the Right Speedbrake. (item 36, .PDF, 144 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322131&FileExtension=.PDF&FileName=Photo%209%3A%20NTSB%20Digital%20Picture.%20View%20of%20the%20Right%20Speedbrake.-Master.PDF - Photo 10: NTSB Digital Picture. View of the Separated Propeller Blades. (item 37, .PDF, 165 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322132&FileExtension=.PDF&FileName=Photo%2010%3A%20NTSB%20Digital%20Picture.%20View%20of%20the%20Separated%20Propeller%20Blades.-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.