Fort Meade, MD, USA
N5512Q
MOONEY M20
The commercial pilot reported that, during the initial climb after takeoff, the airplane's climb rate seemed "lethargic." The pilot elected to remain in the airport traffic pattern, and after turning onto the downwind leg, the engine experienced a partial loss of power. The pilot was unable to maintain adequate airspeed to reach the runway and landed adjacent to the runway. The right wing and engine firewall were damaged during the forced landing. A postaccident test run of the engine using the fuel onboard at the time of the accident did not reveal any anomalies that would have precluded normal operation, and the reason for the loss of power could not be determined.
On November 22, 2015, at 1330 eastern standard time, a Mooney M20E, N5512Q, was substantially damaged following a collision with terrain during a forced landing at the Tipton Airport (FME), Fort Meade, Maryland. The commercial pilot was not injured. The airplane was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions were reported at the site about the time of the accident, and a VFR flight plan was filed for the flight destined for Thomasville Regional Airport (TVI), Thomasville, Georgia.According to the pilot, during climb out from runway 28, he noted that the airplane's climb rate seemed to be "lethargic". The pilot elected to remain the airport traffic pattern and return for landing on runway 28. After turning onto the downwind traffic pattern leg, while at an altitude of between 600 and 800 feet, the engine lost power. He then turned toward the runway to attempt a landing near midfield. As he made a turn for the final approach, he was unable to maintain the airplane's airspeed and landed adjacent to the runway. The right wing and engine firewall were damaged during the forced landing. According to two witnesses, they both watched the accident airplane attempt landing, overshoot the runway, and come to a landing in the grass just beyond the runway. An FAA inspector examined the airplane at the accident site and noted that the propeller appeared relatively undamaged, and examination of photographs revealed that the propeller did not display any leading-edge gouging, chordwise scratching, or s-bending. The outboard 1/4-span of one blade was bent aft about 45°. A visual cursory examination was conducted of the engine and it was determined that an engine test run could be performed. Because the ignition key could not be found, the ignition switch was bypassed in order to start the engine. During the test run the engine was operated normally utilizing fuel supplied from both fuel tanks. A review of copies of maintenance logbook records showed an annual inspection was completed on December 12, 2014, at a recorded airframe total time of 3,956 hours and an engine total time of 3,956 hours. Further review of the aircraft records revealed that the engine accumulated 1,043 hours since overhaul. The pilot stated that during a flight in September, the engine was running roughly. He reported the discrepancy to mechanics at FME, who examined the airplane. Review of maintenance records dated September 15, 2015, showed that they fabricated and replaced an air manifold line and returned the airplane to service. The accident flight was the airplane's first flight since being returned to service.
A partial loss of engine power for reasons that could not be determined because postaccident examination of the engine revealed no mechanical malfunctions or failures that would have precluded normal operation.
Source: NTSB Aviation Accident Database
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