NTSB Factual Report

On January 17, 2002, about 0700 eastern standard time, a Mooney M20J, N201XL, registered to a private individual, operating as a Title 14 CFR Part 91 personal flight, crashed into an orange grove in the vicinity of Lake Placid, Florida. Instrument meteorological conditions prevailed and no flight plan was filed. The aircraft was destroyed and the private-rated pilot, the sole occupant, sustained minor injuries. The flight was originating from a private airstrip 4 miles southwest of the city of Lake Placid at the time of the accident.

The pilot stated by telephone from the emergency room of the Florida Hospital of Lake Placid a short time after the accident that he estimated his takeoff and crash occurred at about 0630. As to the events leading up to the crash, he stated, " All I remember is the lights on the runway. Anything after that I cannot recall." The completed NTSB form 6120. 1/2 was returned on February 1, 2001 and in the section labeled, "Recommendation (How could this accident have been prevented)", the pilot wrote, " Triple check gas supply in tank selected." During a subsequent telephone conversation on March 3, 2001, the pilot stated the time of the accident would probably be closer to 0700. He stated although the flight service station briefer recommended that VFR flight not be attempted due to existing and forecast ground fog, he could see stars overhead, and decided to depart. He acknowledged that there may have been patches of fog down the runway, although he could see runway edge lights clearly. He stated he observed 32 gallons of fuel in the left fuel tank and 26 gallons in the right fuel tank on the evening prior to his early morning departure. There was no evidence of fuel leakage under the right wing during his preflight walk around inspection that morning. He did not remove the wing tank fuel caps for a visual confirmation of fuel quantity during the walk around. He stated he weighs 200 lbs., his golf bag and clubs weigh about 50 lbs., and the fuel in the left wing weighed about 188 lbs. Not knowing that the right tank was very nearly empty, the imbalance may have contributed to the left drift on takeoff and to the loss of directional control once airborne. He still had no recollection of the loss of engine power, or of the crash, itself.

A Highland County Sheriff's Department deputy, the first official on the scene at 0750, stated that the orange grove is adjacent to the left and right edges of the runway, and that the runway lights existed only along the right edge of the runway. He stated the aircraft tire tracks in the grass revealed a continuous left drift during his takeoff. As to the weather conditions, he stated the fog was like "pea soup". No witnesses to the accident could be located, but numerous local personnel confirmed that foggy conditions prevailed at about 0730.

According to St. Petersburg, Florida, Automated Flight Service Station personnel, at 0450 a person represented as the pilot of N201XL received a telephone weather briefing for cross-country flight legs originating from Winter Haven, Florida, with an eventual destination of Sioux City, Iowa. Because of a combination of existing and forecast reduced visibility due to fog in the Winter Haven area, the flight service briefer stated to the pilot that VFR flight was not recommended.

According to an FAA inspector dispatched to the crash site, the airport's single, turf runway is oriented east/west, and the pilot was using runway 27 when the accident occurred. Tire tracks on the 3,000-foot runway revealed that the lift-off point was half way down the runway and the aircraft tracked a continuous left drift throughout the takeoff roll. Examination of the wreckage path revealed more downward than forward momentum. The propeller blades and spinner revealed no bending or evidence of power being developed at impact. The left wing fuel tank was almost full, the right fuel tank was empty, and the cockpit fuel selector was positioned to the right wing fuel tank. The inspector and responding fire rescue personnel could find evidence of very little fuel spill. Subsequent examination of the wreckage revealed the right fuel tank was compromised in the crash sequence, however, there was no evidence of fuel being contained in the right tank, precrash. The engine's fuel injection distributor block was examined and found dry.

On February 28, 2001, the NTSB and a Sebring, Florida, based certified engine repair station mounted N201XL's engine, (Lycoming IO-360-A1B60, serial no. L-20719-51A) on an engine stand, and started and operated it three separate occasions. The engine started instantly and ran smoothly up to 2,500 rpm for 10 minutes. The magneto check was conducted and rpm drop was within POH limits. Oil pressure was steady at 100 psi. Engine components rendered inoperative due to the crash, and that had to be substituted or omitted for the engine run included, the propeller governor, the oil cooler, the engine driven fuel pump, two replacement intake pipes, the exhaust stacks, and the club propeller.

NTSB Probable Cause

The failure of the pilot to perform a proper preflight inspection and his improper fuel tank selection for takeoff, resulting in a loss of engine power on takeoff due to fuel starvation, and the pilot's failure to maintain directional control of the aircraft resulting in an uncontrollable descent and collision with orange trees and terrain.