NTSB Factual Report

On November 23, 2017, about 1515 eastern standard time, a Mooney M20, N6894N, impacted terrain near Starke, Florida. Instrument meteorological conditions prevailed at the time and an instrument flight rules flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight from Ocala International Airport-Jim Taylor Field (OCF), Ocala, Florida to Cecil Airport (VQQ), Jacksonville, Florida. The airplane was destroyed by impact forces. The private pilot was fatally injured. The flight originated about 1500 eastern standard time from OCF.

According to a friend of the pilot, earlier on the day of the accident flight she flew as a passenger with the pilot in the accident airplane to OCF. She said that the flight was uneventful, up until they approached OCF. Prior to landing at OCF, the weather became "very turbulent" as the pilot tried to remain on course. The pilot mentioned that he was trying to maintain altitude as he was preparing for landing. After he landed she said that it was "very windy and raining very hard." They went inside the FBO where the pilot mentioned that he had to get to VQQ for his daughter's birthday and Thanksgiving. The witness said that he should "wait it out", and he agreed. According to the witness, he waited about 45 minutes before he departed.

According to FBO personnel, as the pilot waited for the weather to clear up he asked them to top off his fuel tanks. They advised the pilot that the weather was very bad, and he should wait for the fuel. The pilot said that he needed the fuel now because he was trying to get to his daughter's house for Thanksgiving, and requested the line personnel wipe his fuel caps with a towel. After about 45 minutes, the pilot said that he was "heading out;" and was asked if he found a break. The pilot laughed and said he was "gonna go for it." They advised him to be safe and have a good flight.

Review of preliminary air traffic control radar and voice communication information from the Federal Aviation Administration (FAA) Jacksonville Air Route Traffic Control Center revealed that as the pilot was on approach to VQQ, controller cleared him for the ILS Runway 36R instrument approach. While on final, the radar controller advised the local controller that the pilot was making erratic turns. Shortly after, the pilot executed a missed approach while on a 5-mile final. The controller cleared the pilot to 3,000 feet and asked if he would like to go to Jacksonville International Airport (JAX), Jacksonville, Florida, where the weather was better; the pilot replied affirmative. The controller asked the pilot if he was able to climb and make turns, the pilot replied "affirmative." Shortly after the last communication, radar contact was lost with the airplane and an alert notice (ALNOT) was issued.

The local authorities were notified, and a search ensued. The airplane was located at 1600 in a field near the Camp Blanding Joint Training Center.

The pilot, age 73, held a private pilot certificate with a rating for single engine land airplane and instrument airplane. He also held an FAA third-class medical certificate issued July 11, 2016. A review of the pilot's logbook revealed that the last entry was dated September 8, 2017. The total time entered was 3,146 flight hours. His total actual instrument time was recorded as 527 flight hours. The pilot accumulated 400 flight hours in the accident airplane make and model, and 4 hours within the last 90 days. Further review revealed a total accumulation of 27 flight hours and 8 hours of instrument time for the year of 2017.

At 1511, the recorded weather at VQQ included winds from 030 at 12 knots, 2 statute miles visibility in mist, and overcast clouds at 900 feet above ground level. The temperature was 63°Celsius (C), the dew point was 63° C, and the altimeter setting was 29.87inches of mercury.

The wreckage came to rest on 314° heading about 20 miles from VQQ. Examination of the accident site revealed the fuselage was broken into two parts. The cockpit and empennage separated aft of the rear seat at the wing spars. All flight control surfaces were located at the accident site along the debris path.

All flight controls were destroyed, and respective control tubes were impact-damaged. Movement of the flight control tubes could not be established, but the tubes from the yoke mounts to the wing roots were present. Engine and propeller controls were impact damaged and did not reveal useful information. The fuel selector was noted in the left wing tank position and 10 gallons of AVGAS was defueled from the tank. Flight control tubes in the left wing were attached to the left aileron and the aileron remained attached to the wing surface. The flap remained attached to the wing and the flap control tubes were damaged. The position of the flaps could not be established.

Examination of the right wing revealed that it was fragmented along the debris path. All flight control surfaces were accounted for and were impact damaged. The flight surface control tubes were located throughout the debris path and were fragmented.

The empennage was buckled with both horizontal stabilizers and elevators remaining attached. The control tubes remained attached and were broken at the separation point. The vertical stabilizer was separated and located along the debris path. The rudder was separated from the vertical stabilizer and located along the debris path. The rudder and elevator control tubes were located within the empennage and buckled, but could not be manipulated.

Examination of the engine revealed that it was impact-damaged. The engine was partly dissembled for examination. The engine accessories were removed for examination. During examination of the engine; rotation of the crankshaft produced thumb compression and valve train movement on all four cylinders. The spark plugs were removed and were gray in color. The oil sump screen was removed and was free of debris. During the examination of the accessories it was noted that both ignition magnetos were impact damaged. The ignition leads were broken and not attached to the spark plugs. The magneto drive gear was rotated on both magnetos and produced spark on all ignition leads. The vacuum pump was disassembled and revealed all internal blades were intact. The internal drive coupling was intact and not damaged. Examination of the carburetor revealed it was separated from the engine and impact damaged. The carburetor was disassembled, and examination revealed that the bowl was free of debris. Examination of the fuel screen revealed insignificant amounts of debris. The throttle and mixture cable were separated from the carburetor and impact damaged.

Examination of the propeller revealed all 3 blades were damaged and remained attached to the hub and the hub remained attached to the crankshaft. The blades were labeled A, B and C. Blade A was bent aft and had chordwise scoring. Blade B remained relatively straight with scoring on the blade. Blade C exhibited "S" bending and scoring throughout the blade span.