N608MR

HISTORY OF FLIGHTOn April 20, 2015, about 1440 eastern daylight time, a Mooney M20TN, N608MR, was substantially damaged during a forced landing following a total loss of engine power on approach to Lakeland Linder Regional Airport (LAL), Lakeland, Florida. The commercial pilot was seriously injured. The airplane was owned by Premier Aircraft Sales, LLC, and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed in the area, and an instrument rules flight plan was filed for the flight, which departed from Stuart Airport (SUA), Stuart, Florida about 1340, with the intended destination of LAL.

In a written statement, the pilot stated that the airplane was on final approach with the landing gear and flaps extended, and that the engine's manifold pressure was indicating about 12 inches. As he advanced the throttle, the engine did not respond. The pilot attempted to troubleshoot the problem to restore engine power but was unsuccessful and subsequently conducted a forced landing to a clearing. The airplane impacted terrain, trees, and a gate about 6,000 ft from the runway 27 threshold at LAL; the forward fuselage, including the cockpit area, was consumed by a postcrash fire.

A fuel receipt indicated that, on the morning of the accident, the airplane was fueled with 20 gallons of 100LL aviation fuel before departure from SUA. PERSONNEL INFORMATIONAccording to Federal Aviation Administration (FAA) records, the pilot held a commercial pilot certificate issued August 25, 2003, with ratings for airplane single-engine land, multiengine land, and instrument airplane; and a private pilot certificate with a rating for glider. He held a third-class FAA medical certificate, which was issued in May 2013, with the restriction, "must have available glasses for near vision." His most recent flight review was conducted in May 2014. According to the pilot's logbook, he had 5,735.4 total hours of flight experience, of which 32.7 hours were in the 90 days preceding the accident, and 12.4 hours were in the 30 days preceding the accident. AIRCRAFT INFORMATIONAccording to FAA records, the airplane, serial number 31-0132, was issued an airworthiness certificate on March 2, 2015. It was powered by a Continental Motors TSIO-550-G5B, 310 hp reciprocating engine, serial number 1010446, which drove a Hartzell PHC-J3YF-1RF three-blade-model F7498 propeller. The airplane was new and had not yet received a 100-hour or annual inspection; however, it had undergone a new airplane inspection as required by the manufacturer. METEOROLOGICAL INFORMATIONThe 1433 recorded weather observation at LAL included wind from 280° at 8 knots, visibility 5 miles, thunderstorms and light rain, scattered clouds at 1,600 ft above ground level (agl), overcast clouds at 2,600 ft agl, temperature 22°C, dew point 19°C, and an altimeter setting of 29.88 inches of mercury.

The 1450 recorded weather observation at LAL included wind from 360° at 6 knots, visibility 10 miles, thunderstorms and light rain, scattered clouds at 1,600 ft agl, overcast clouds at 3,300 ft agl, temperature 22°C, dew point 21°C, and an altimeter setting of 29.89 inches of mercury. AIRPORT INFORMATIONAccording to FAA records, the airplane, serial number 31-0132, was issued an airworthiness certificate on March 2, 2015. It was powered by a Continental Motors TSIO-550-G5B, 310 hp reciprocating engine, serial number 1010446, which drove a Hartzell PHC-J3YF-1RF three-blade-model F7498 propeller. The airplane was new and had not yet received a 100-hour or annual inspection; however, it had undergone a new airplane inspection as required by the manufacturer. WRECKAGE AND IMPACT INFORMATIONThe airplane wreckage was moved before the investigative team's arrival; however, photographs revealed that the airplane was engulfed in flames shortly after impact. A video taken by the pilot immediately after he exited the airplane showed fire beginning predominantly forward of the wings but engulfing the wings within a few seconds of the start of the recording.

The initial impact point was indicated by three tire markings in the grass, corresponding to each of the airplane's three landing gear, which extended about 20 ft. The tire marks ended, and the airplane subsequently impacted a palm tree about 5 ft agl, then a 15-ft-tall archway over an entrance gate before impacting another tree and the ground. The debris path extended about 200 ft on a heading about 060° from the initial impact point, and the airplane came to rest on a heading about 260°.

The forward fuselage exhibited extensive thermal damage. The empennage was intact and not affected by the postcrash fire. The engine remained attached to its mounts and the firewall; however, all of the mounts displayed varying degrees of impact damage.

The propeller remained attached to the crankshaft flange and the propeller spinner was secured to the hub. The spinner exhibited no rotational scoring or signature marks around its circumference. The three propeller blades remained attached to the hub. One blade exhibited leading edge gouging, one blade tip was bent aft, and the other blade exhibited chordwise scratching and was bent aft about midspan.

Engine Observations

Examination of the engine revealed extensive thermal damage to the rear accessory pad and top of the engine. The turbo controller was not observed and was presumed to be destroyed by the postimpact fire. The No. 5 cylinder exhibited impact damage on the cooling fins. All spark plug leads remained attached to their respective plugs and to their respective magnetos. The fuel injector lines remained attached. Portions of the lubrication line system were thermally destroyed. No external anomalies were noted.

The crankshaft was rotated by hand at the propeller flange, and thumb compression was obtained on all cylinders except No. 5 as a result of impact damage that restricted movement of the valves. Crankshaft continuity was observed from the propeller flange aft to the crankshaft gear bolts and the accessory end. Camshaft continuity was also confirmed. Removal of the oil pump housing cap revealed that the oil pump gears were intact with no signs of hard particle passage throughout the housing. The oil filter was in place and safety-tied. The oil filter was removed and cut open for examination. The filter element was thermally damaged but otherwise unremarkable.

The engine oil dipstick was present; the oil level was about 7 quarts, within the normal operating range, and the oil appeared normal in color and was free of contaminants. The propeller governor remained attached to the front side of the engine, and the cable remained secured and attached to the propeller lever.

Ignition System

The ignition wiring was thermally destroyed. The magnetos were secure on their mounting pads. The pressurization lines to the magnetos were secured in place but were destroyed by fire. The ignition harness was destroyed; however, the terminal leads to the sparkplugs were secured and in place. All spark plugs were secured and in place. The top spark plugs were removed and the cylinders were inspected with a borescope. All cylinders appeared normal in color and no abnormalities were noted within the cylinder barrels, intake valves, or exhaust valves. The sparkplugs appeared to be in new condition with little-to-no combustion deposits on the electrodes or insulators. During crankshaft rotation, the magneto impulse couplings were audibly observed. Removal of the vent plug on each magneto revealed the distributor gears were intact and the left magneto showed signs of thermal distress. The magnetos were removed for further testing. The shafts and gear rotated freely by hand. Removal of the ignition harness from the distributor towers did not show any signs of arcing or cracking.

Turbocharger System

The left and right turbochargers were manufactured by Hartzell. The slope control was not located during the examination and was presumed to have been destroyed by postcrash fire. The manifold pressure, upperdeck, and oil lines remained in the area of the slope controller. The wastegate actuator lines were secured to their respective locations. The wastegate actuator operated as intended with no anomalies noted when compressed air was applied. No foreign object debris-related damage was noted on either turbocharger's impeller, and the impellers could be rotated by hand. The oil lines to and from both turbocharger bearings were intact and secured to their respective fittings.

Engine Fuel System

The supply line to the fuel pump was attached and secured to the inlet. The inlet, outlet, and vapor return lines were attached and finger-tight, with numerous threads engaged. The upper-deck reference was also secured to the fuel pump. The mixture control remained attached to the mixture lever and the lever remained secured to the mixture shaft, at the full-rich position, as found. The engine-driven fuel pump remained attached and secure and the drive coupling was intact. The housing bolts were intact and safety-wired; however, there was considerable thermal distortion of the housing.

The throttle body was intact and attached to the intake plenum, and the throttle control cable was attached to the throttle lever, which was attached to the throttle shaft. There were no signs of binding. The manifold pressure lines and upper-deck pressure lines remained secured to the throttle body. The inlet fuel line and the fuel line from the fuel metering unit to the manifold valve were secured.

The fuel manifold valve was in place and sustained thermal damage; all fuel injector lines remained attached to the fuel manifold valve. The fuel injection lines remained secured to their respective fuel injection nozzles. The upperdeck reference lines were in place around the fuel injection nozzles. All fuel injection nozzles were free of debris.

The fuel selecto...