MIA08LA032

After takeoff, the pilot climbed to about 300 feet, raised the landing gear and flaps, turned to a heading of 360 degrees, then turned off the fuel pump and verified that the fuel pressure was in the green arc. After 2 seconds the engine ran roughly. He turned the fuel pump back on and leveled the airplane at 400 to 500 feet. He declared an emergency, lowered the landing gear and, with the engine continuing to surge/barely run, he turned the airplane, banking about 50 to 60 degrees in an attempt to make runway 14. The airplane stalled and collided with the ground. Examination of the engine found a large amount of granular debris clogging the fuel servo filter.

On December 26, 2007, at 1250 eastern standard time, a Mooney M20E, N5875Q, registered to Rime Development LLC, operated by a commercial pilot, collided with the ground following a loss of engine power during take off at the Sarasota/Bradenton International Airport (SRQ) in Sarasota, Florida. The personal flight was operated under the provisions of 14 Code of Federal Regulations (CFR) Part 91 with an Instrument Flight Rules (IFR) flight plan filed. Visual meteorological conditions prevailed. The pilot and passenger received minor injuries and the airplane sustained substantial damage. The flight was originating at the time of the accident.

According to a Federal Aviation Administration (FAA) Inspector, the pilot stated that following the preflight check, and during his taxi, he performed an engine magneto check, cycled propeller, set trim for takeoff, turned on fuel pump and checked control movements. When given clearance for takeoff on runway 32, the pilot estimated that the airplane had been running for about 10 minutes with no discrepancies noted. After takeoff, he climbed to about 300 feet, raised the landing gear and flaps, turned to a heading of 360 degrees and turned off the fuel pump and verified that the fuel pressure was in the green arc. After 2 seconds the engine ran roughly. He turned the fuel pump back on, leveled the airplane which he estimated to be 400 to 500 feet. He declared an emergency, lowered the landing gear, and felt that his best option was to turn to land on runway 14. The engine continued to surge/barely run. He turned the airplane, banking about 50 to 60 degrees in an attempt to make runway 14. He did not hear the stall horn. He experienced a loss of airspeed while continuing to turn until the left wing contacted the ground.

Examination of the airplane by the FAA on site, found 6 and one half quarts of oil remaining in the crankcase. Fuel was present at the fuel servo inlet line. Both propeller blades had equal contact damage. The starter bendix was engaged on the ring gear. The engine could be rotated and continuity was verified with the engine accessory gears. Damage to the airplane consisted of the left wing, engine firewall, and airframe structure.

On April 16, 2008, at a recovery facility in Griffin, Georgia, the engine was further examined by the National Transportation Safety Board. Examination of the engine found that the engine rotated freely and had continuity through the accessory section. Examination of the servo fuel injector found a large amount of granular debris clogging the fuel servo filter. The fuel selector/gascolator filter was clean. Inspection of the engine driven fuel pump found a small amount of granular debris similar to that observed in the fuel servo filter.