# NTSB NYC07FA041: Mooney M20R, N9165T, Summersville, WV, December 7, 2006 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: December 7, 2006, 13:05 local (18:05 UTC) - Place: Summersville, WV - Coordinates: 38.248611, -80.976112 - Nearby events: https://openairdocs.org/map.md?lat=38.2486&lon=-80.9761&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report December 28, 2008 - Report: Approved by Office Director - Parties: FAA/FSDO, Teledyne Continental Motors - NTSB case key (mKey): 64969 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC07FA041 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64969/pdf - Page: https://openairdocs.org/ntsb/NYC07FA041 ## Probable cause The airplane's encounter with in-flight icing, which resulted in a loss of engine power. Contributing to the accident were the pilot's improper weather evaluation, the in-flight icing conditions, the reduced visibility from a snow squall during the forced landing, and terrain unsuitable for a forced landing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, cruise - miscellaneous,engine - ice (cause) - weather evaluation - improper, pilot in command (contributing factor) - weather condition - icing conditions (contributing factor) - Forced landing, descent - emergency - In flight collision with terrain/water, descent - emergency - terrain condition - none suitable (contributing factor) - terrain condition - mountainous/hilly - weather condition - snow (contributing factor) ## Analysis The pilot contacted an Automated Flight Service Station to obtain a weather briefing and file an instrument flight rules (IFR) flight plan for 9,000 feet en route. The specialist advised the pilot that there was a weather front across his route of flight, and along the route, there were IFR conditions and moderate icing below 10,000 feet. The specialist also noted that later along the route, there would be another area of icing up to 22,000 feet. The pilot subsequently changed the en route altitude to 13,000 feet. About 1 hour, 20 minutes after departure, while the airplane was at 13,000 feet, and before reaching the area where the higher-altitude icing was predicted, the pilot reported "engine issues," and that he needed a "VFR airport." He then stated that he wanted to avoid ice, that he was not in icing, and that he was on top of the clouds. About 1 minute later, the pilot requested "lower right away" and was cleared to 7,000 feet. After the controller and pilot discussed available airports, the pilot stated that he thought he had "some ice in my engine." Several minutes later, the pilot stated that he needed a closer airport, and that he was "out of ice," but remained in instrument meteorological conditions. A few seconds after that, the pilot stated that he didn’t think he had any engine power. The controller attempted to vector the pilot to an airport, but eventually lost voice and radar contact. A farmer subsequently heard the airplane approach through a snow squall without power. The airplane then impacted hilly terrain, bounced, went through a fence, and burst into flames as it entered woods. Postaccident examinations indicated no engine power upon impact, and that the pilot had activated the manual alternate air control. No mechanical anomalies were noted with the airframe; however, impact forces and fire damage precluded a thorough examination of the fuel system and fuel supply. The engine was later successfully run in an engine test cell. Although the airplane encountered in-flight icing in an area and at an altitude where it wasn't predicted, the pilot's route of flight would have eventually made in-flight icing unavoidable. The airplane was not approved for known icing. ## Factual narrative HISTORY OF FLIGHT On December 7, 2006, about 1305 eastern standard time, a Mooney M20R, N9165T, was destroyed during a forced landing near Summersville, West Virginia. The certificated commercial pilot was fatally injured. The flight was operating on an instrument flight rules (IFR) flight plan between Branch County Memorial Airport (OEB), Coldwater, Michigan, and Raleigh-Durham International Airport (RDU), Raleigh, North Carolina. The personal flight was being conducted under 14 Code of Federal Regulations Part 91. According to excerpts from the Federal Aviation Administration (FAA) air traffic control accident package, the airplane departed Coldwater at 1130, with a clearance to 10,000 feet. At 1132, the pilot contacted Cleveland Center, and was cleared to 13,000 feet. At 1154, the pilot contacted Indianapolis Center with the airplane level at 13,000 feet. At 1253, the pilot reported "engine issues" and that he needed the next "v-f-r" airport. The controller asked for clarification, and the pilot stated that he had "engine problems." When asked if he was declaring an emergency, the pilot replied, "not at this point, but I want you to help me…find a v-f-r airport." The controller acknowledged the request, and the pilot added, "I want to avoid ice." When the controller asked him if he was in icing conditions, the pilot reported he was at 13,000 feet, "just on top" of the clouds, and was not in icing. At 1254, the pilot stated that he needed "lower right away." The controller then asked the pilot if he needed to climb, and the pilot replied that he needed to descend "right away to get to warmer temperatures." The controller then cleared the pilot to descend to 11,000 feet, which the pilot acknowledged. At 1256, the controller cleared the airplane down to 7,000 feet, which the pilot acknowledged. About 15 seconds later, the controller advised the pilot that Beckley, West Virginia, had the "first VFR airport," but that the weather information was over an hour old, and "we don't want to head you that way." She also noted that the "next one" was Roanoke, with visibility 10 miles and clouds scattered, at 5,500 feet, and the pilot responded, "that sounds great." When the controller tried to confirm his desire to proceed to Roanoke, the pilot responded, "I’ll try to continue, yes, at a lower altitude, maybe the engine catches again. I think I have some ice somewhere in my engine," which the controller acknowledged. At 1257, the pilot advised, "I don't really think I'll make it that far…I need to get something closer." The controller then asked the pilot if he would like to attempt Beckley. He said that he would, and was subsequently cleared for that airport. The controller then gave the pilot the latest, hour-old altimeter setting, and asked the pilot if he was out of ice yet. The pilot responded, "out of ice, but not in v-m-c." The controller then asked if the pilot had declared an emergency, which the pilot confirmed he had. Shortly after that, the controller cleared the pilot down to 5,000 feet, which the pilot acknowledged. A few seconds later, the controller provided an updated heading, and the pilot responded, "gotta keep that going…I don't think I have any engine power." The controller then stated that Beckley was at the pilot's 2 o'clock position, about 35 miles. The pilot responded, "need something closer," and the controller then stated that the only other airport she had was at Summersville at 11 o'clock and 13 miles, which the pilot responded, "okay, do it, do it, do it." The controller then cleared the pilot direct to Summersville, and advised him there was no reported weather for the airport and that the airport had "runway four and two two." The pilot responded that he needed vectors, and the controller advised him that the heading was 120 degrees, 11 o'clock and 12 miles. At 1300, the controller stated, "they have a three thousand foot runway, sir, and runway four two two, sir, descend and maintain four thousand," to which the pilot responded, "...no engine power." Shortly thereafter, the controller updated the heading, which the pilot acknowledged. The controller then told the pilot to maintain 4,700 feet, if able, and the pilot responded, "not able." About 1301, the controller asked the pilot if he was "still i-m-c," and the pilot responded, "affirmative." About 40 seconds later, the controller asked the pilot if he could make a right turn, or if he were "i-m-c," and the pilot responded with his call sign. There were no further transmissions from the pilot. There were a number of additional transmissions from the controller regarding the location of Summersville Airport, and the location of the airplane relative to interstate highway I-19, which the airplane subsequently overflew. At 1304, the controller reported radar contact lost. According to a farmer, he was outside when he heard the airplane "whoosh" overhead, through a snow squall. He saw it disappear over a hill, then saw a ball of fire and smoke. The farmer told his wife to call 911, then proceeded to the accident site where he found the airplane in flames. PERSONNEL INFORMATION The pilot, age 46, held a commercial pilot certificate, with ratings for airplane single engine land, multi-engine land, and instrument airplane. On his latest FAA second class medical application, dated March 8, 2006, the pilot indicated he had 2,390 hours of flight time. The pilot’s logbooks were not located. AIRCRAFT INFORMATION The airplane was a 1995 Mooney M20R Ovation, powered by a Teledyne Continental Motors IO-550-G engine. The airplane’s maintenance logbooks were not located. The airplane was not approved for operation in known icing conditions. According to the Mooney M20 pilot's handbook, under "Icing Protection," was, "continued operation of the induction system in the event of intake air being obstructed is provided by activation of the alternate air system. The alternate air is automatically or manually controlled. When the door is opened, unfiltered, relatively warm air, from engine compartment, is admitted into the induction system." There was also a manual alternate air control that could have been activated by the pilot. METEOROLOGICAL INFORMATION Weather, reported at Raleigh County Memorial Airport (BKW), Beckley, West Virginia, about 35 nautical miles to the south, at 1251, included winds from 290 degrees true, at 12 knots, visibility 2 1/2 statute miles, a scattered cloud layer at 1,800 feet, a broken cloud layer at 2,500 feet, an overcast cloud layer at 2,900 feet, temperature -2 degrees Celsius, dew point -7 degrees Celsius, altimeter setting 30.20 inches Hg. Station elevation was 2,505 feet. Weather, reported at Yeager Airport (CRW), Charleston, West Virginia, about 30 nautical miles to the west, at 1241, included winds from 340 degrees true, at 23, gusting to 34 knots, 1/2 mile visibility, snow squalls, vertical visibility 200 feet, temperature -1 degree Celsius, dew point -4 degrees Celsius, altimeter setting 30.20 inches Hg. Station elevation was 1,023 feet. At 0854, the pilot contacted the Lansing Automated Flight Service Station to obtain a weather briefing and file an IFR flight plan for 9,000 feet en route. Following the filing, the specialist advised the pilot that there was a front across the eastern "edge" of West Virginia. He also noted IFR conditions in the departure area and along the pilot’s route to the West Virginia/Virginia border, and moderate icing below 10,000 feet. The pilot then asked the specialist, "does that mean at about ten thousand…I’m out of clouds…I’m in the clear?" The controller responded, "No, no what that means is that…if you’re in clouds or in precipitation the possibility for moderate icing." The pilot then stated, "is real good, uh above ten thousand feet it means that it’s probably too cold," and the specialist answered, "yeah. ## Aircraft - Registration: [N9165T](https://openairdocs.org/deregistered/N9165T-2013-11-08), registration cancelled 2013-11-08, S/N 29-0060, built 1995 (OpenAirDocs) - Reported make and model: MOONEY M20R - Registry model: [Mooney M20R](https://openairdocs.org/model/mooney-m20r) (registry code 5870225) (OpenAirDocs) - Registry engine: [Continental IO-550 series](https://openairdocs.org/engine/continental-io-550-series) (registry code 17042, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 29-0060 - Engines: CONT MOTOR IO-550 300 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Operator: Christian Grahl - Registered owner: Hanseatic Air Of Michigan Inc - Airworthiness certificate: Standard, Normal - Departed: OEB, Coldwater, MI - Destination: RDU, Raleigh, NC - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 46; injuries: fatal; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; seat: left; toxicology performed; flight hours: 2,390 total ## Weather - Conditions: Instrument (IMC), Day - Wind: 340° at 23 knots, gusting 34 - Visibility: 0.5 statute miles - Lowest ceiling: 200 ft overcast - Temperature: 30 °F, dew point 25 °F - Altimeter: 30.20 inHg - Observed at: CRW, 35 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 20061207028229A](https://openairdocs.org/incident/20061207028229A), Dec 7, 2006: Mooney M20R, Summersville, WV, Destroyed, 1 fatal. (-23) Aircraft was on an IFR flight, at 13,000 feet, and the pilot informed indianapolis center (ARTCC) that he was losing power and needed vectors to a nearby… 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.