Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Oakland, California
Lycoming; Texas
Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
http://registry.faa.gov/N9133Z
Location: Petaluma, CA
Accident Number: ANC18FA028
Date & Time: 04/06/2018, 1710 PDT
Registration: N9133Z
Aircraft: MOONEY M20J
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal
On April 6, 2018, about 1710 Pacific daylight time, a Mooney M20J airplane, N9133Z, was destroyed when it was involved in an accident in Petaluma, California. The private pilot sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
About 1657, the pilot contacted Flight Service to request an instrument flight rules (IFR) clearance from Petaluma Municipal Airport (O69) to Fallbrook Community Airpark (L18), Fallbrook, California. The pilot reported that he would be departing runway 29 and was ready for an immediate departure. The pilot received his IFR clearance at 1700 with a void time of 1710.
A pilot-rated witness familiar with operations at O69 was on the deck of the airport office monitoring the airport's common traffic frequency when he heard the accident pilot broadcast that he was taxiing to runway 29. He then observed the airplane taxi to runway 11. He stated that the airplane remained in the runway 11 runup area for about 15 minutes. About 1700, the pilot announced, "Petaluma traffic, Mooney departing Runway 29"; the witness then transmitted "Runway 11" to which the pilot replied, "Thank you. I appreciate the help." He observed the airplane depart runway 11 and climb to an altitude about 300 ft above ground level before initiating a shallow left turn and disappearing into the fog. The witness reported that there were no unusual sounds from the airplane during the takeoff and that the engine sounded strong, smooth, and normal.
Another witness reported that the accident airplane landed at O69 around 1645 the day before the accident and taxied to the fuel island. He stated that he helped the pilot obtain fuel, observed him sump the airplane's fuel tanks after refueling, and instructed him where to park for the evening. He stated that the accident pilot queried a FedEx pilot on the appropriate instrument departure procedure for runway 29. The accident pilot returned to the airport about 1645 on the day of the accident and walked to his airplane to begin preflight preparations. About 1700, as he was leaving the airport, he saw the airplane in the runup area for runway 11. He returned to the airport about 1800 to aid in the search for the missing airplane.
The pilot never established radio contact with the Oakland Air Route Traffic Control Center (ZOA) after takeoff. At 1723, ZOA received an emergency locator transmitter signal report in the vicinity of O69; an alert notice was issued by the FAA at 1803. Aerial search operations were hindered by weather; however, a ground search was conducted by local law enforcement and first responders. The wreckage was located about 2200 about 1 mile north of O69.
Pilot Information
Certificate: Private
Age: 75, Male
Airplane Rating(s): Single-engine Land
Seat Occupied:Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 07/05/2017
Occupational Pilot:No
Last Flight Review or Equivalent:
Flight Time: 2768 hours (Total, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Make: MOONEY
Registration: N9133Z
Model/Series: M20J NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1990
Amateur Built:No
Airworthiness Certificate: Normal
Serial Number: 24-1700-14
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 08/01/2017, Annual
Certified Max Gross Wt.: 2899 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 4025.9 Hours as of last inspection
Engine Manufacturer: LYCOMING
ELT: C126 installed, activated, aided in locating accident
Engine Model/Series: IO-360-A3B6D
Registered Owner: On file
Rated Power: 200 hp
Operator:On file
Operating Certificate(s) Held: None
Meteorological Information and Flight Plan
Conditions at Accident Site: Instrument Conditions
Condition of Light: Day
Observation Facility, Elevation: O69, 90 ft msl
Distance from Accident Site: 2 Nautical Miles
Observation Time: 2355 UTC
Direction from Accident Site: 244°
Lowest Cloud Condition:
Visibility: 0.75 Miles
Lowest Ceiling: Overcast / 600 ft agl
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual:
Wind Direction:
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.87 inches Hg
Temperature/Dew Point: 15°C / 15°C
Precipitation and Obscuration: Moderate - Mist
Departure Point: Petaluma, CA (O69)
Type of Flight Plan Filed: IFR
Destination: FALLBROOK, CA (L18)
Type of Clearance: IFR
Departure Time: 1510 PDT
Type of Airspace:Class G
The National Weather Service (NWS) surface analysis chart for 1700 depicted station models around the accident site with air temperatures low- to mid- 60°F, dew point temperature near 60°F, with temperature-dew point spreads of 2°F or less, a south wind of 5 to 10 knots, moderate rain, and overcast skies.
The NWS Storm Prediction Center (SPC) constant pressure charts depicted a low-level trough northeast of the accident site over northern California. Troughs typically act as lifting mechanisms where enhanced lift, gusty winds, fronts, clouds, and precipitation can occur. Troughs and a frontal boundary close to the surface and near mountainous terrain also act to aid in the mixing of low-level air, allowing for the possibility of low-level wind shear (LLWS) and turbulence.
AIRMETs Sierra and Tango were valid for the accident site at the accident time. The AIRMETs were issued at 1345 and warned of IFR conditions due to precipitation and mist, mountain obscuration conditions due to clouds, precipitation, and mist, and moderate turbulence conditions below 10,000 ft mean sea level (msl).
A High-Resolution Rapid Refresh model sounding was created for the accident site for 1700. The sounding wind profile indicated a surface wind from 163° at 5 knots with the wind becoming westerly through 5,000 ft and increasing to 25 knots. A possibility of light LLWS was identified between surface and 100 ft agl in addition to a possibility of light to moderate clear air turbulence in several layers between 2,000 ft and 14,000 ft.
Publicly-disseminated pilot reports (PIREP) from about 2 hours before the accident to about 2 hours after the accident indicated cloud ceilings in the area around 400 to 700 ft agl with moderate turbulence. In addition, an urgent PIREP was made at 1438 near San Francisco International Airport (SFO) located about 43 miles south of the accident site; the pilot of an Airbus A320 at an altitude of 1,900 ft while on final approach to runway 19 at SFO reported LLWS +/- 15 knots.
Airport Information
Airport: PETALUMA MUNI (O69)
Runway Surface Type: Asphalt
Airport Elevation:89 ft
Runway Surface Condition: Wet
Runway Used: 11
IFR Approach:None
Runway Length/Width: 3602 ft / 75 ft
VFR Approach/Landing: None
The published IFR Obstacle Departure Procedure (ODP) for runway 11 was to climb heading 108° to 1,500 ft msl then climb direct SGD VORTAC. The published IFR ODP for runway 29 was to climb heading 289° to 1,500 ft msl then climbing left turn to 3,000 ft msl direct SGD VORTAC.
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: Unknown
Total Injuries: 1 Fatal
Latitude, Longitude: 38.268889, -122.576389 (est)
The accident site was located in a muddy mustard field with rolling hills at an elevation of about 307 ft msl. The airplane impacted in a near-vertical attitude on a heading of about 200° and a postcrash fire ensued.
All the airplane's major components were located at the accident site. Both wing fuel tanks were ruptured. The cockpit and cabin area were largely consumed by postcrash fire. The aft fuselage exhibited extensive accordion-style crushing.
The right wing was displaced from the fuselage and came to rest on the right side and forward of the fuselage. The right fuel cap was in place and secure, but the fuel cap seal sustained thermal damage. The right aileron remained attached to its respective attach points but sustained impact damage. The right flap separated from its attach points and was bent up at both ends about midspan.
The left wing sustained extensive accordion-style leading edge crushing near the tip, lessening in severity toward the wing root. The left fuel cap was in place and secure; however, the fuel cap seal exhibited cracks around the circumference of the seal. The left aileron and flap remained attached to their respective attach points and were relatively undamaged. The left flap was in the up position.
The left main landing gear was in the retracted position. The right main landing gear separated from its attach points but remained attached to its operating linkage.
The vertical and left horizontal stabilizer, left elevator, and rudder remained attached to the empennage and were relatively free of impact damage. The right horizontal stabilizer and right elevator remained attached to their respective attach points, but sustained impact damage.
Flight control continuity was verified from the cabin to the rudder. Elevator control continuity was established from the elevator via the push/pull tube to the aft fuselage to the cabin area, where it was melted due to postcrash fire. Left aileron control continuity was established from the aileron to the wing root area. Right aileron control continuity was established to the wing root area, where the push/pull tube was fractured and exhibited features consistent with overload.
Examination of the airframe revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
The engine and propeller separated from the airframe and were buried in about 3 ft of soft mud. The engine sustained extensive impact damage to the front, underside, and accessory case. The propeller remained attached to the crankshaft and the blades remained attached to the propeller hub assembly. Both blades exhibited leading edge polishing.
The engine was manually rotated using a drive tool at the vacuum pump accessory drive. The engine rotated freely and compression was produced in all four cylinders. Valve train and gear train continuity was confirmed during the engine rotation. The single-drive dual magneto separated from its mounting pad and suffered impact damage to its case. When the coupling was rotated by hand, blue spark was observed on only one lead at each rotation of the coupling; however, blue spark was observed on all leads at the left distributor in rotational order. The vacuum pump was removed and disassembled. The carbon rotor fractured into three pieces; however, all the vanes were whole and in position. The drive coupling was intact and undamaged.
A liquid consistent with water was present in the fuel flow divider under the diaphragm in a proportion estimated to be half of that of remaining liquid that was consistent with 100LL aviation fuel.
Medical And Pathological Information
An autopsy was conducted under the authority of the Sonoma County Coroner, Petaluma, California. The cause of death for the pilot was attributed to multiple blunt force and thermal injuries.
The FAA Forensic Sciences Laboratory performed forensic toxicology testing on specimens from the pilot. According to the toxicology report, testing for carbon monoxide and cyanide was not performed, and no ethanol was detected in the urine. The testing identified 2.184 µg/ml doxylamine in the urine and 1.877 µg/ml in the liver. Doxylamine is a sedating antihistamine used to treat cold and allergy symptoms and available over-the-counter as a sleep aid.
Accident Number: ANC18FA028
Date & Time: 04/06/2018, 1715 PDT
Registration: N9133Z
Aircraft: MOONEY M20J
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal
On April 6, 2018, about 1715 Pacific daylight time (PDT), a Mooney M20J airplane, N9133Z, was destroyed by impact and postcrash fire when it collided with terrain shortly after departure from the Petaluma Municipal Airport (O69), Petaluma, California. The airplane was registered to and operated by the pilot as an instrument flight rules (IFR) flight under the provisions of 14 Code of Federal Regulations Part 91 personal flight when the accident occurred. The private pilot sustained fatal injuries, instrument meteorological conditions (IMC) prevailed, and an IFR plan had been filed.
The flight departed from O69 destined for Fallbrook Community Airpark (L18), Fallbrook, California. When the flight failed to arrive on time, a concerned family member contacted Oakland Center (ZOA) and initiated a search for the missing airplane.
ZOA received an emergency locator transmitter (ELT) signal report at 1723 in the vicinity of O69. An alert notice (ALNOT) was issued by the Federal Aviation Administration at 1803, and an extensive search was launched. Aerial search operations were hindered by degraded weather conditions; however, a ground search was conducted by personnel from the Sonoma County Sheriff's Department, Petaluma Police Department, Petaluma Fire Department, Rancho Adobe Fire Department, as well as the Petaluma Airport Manager. About 2200 searchers located the accident airplane's wreckage about 2 miles northeast of O69.
At about 1700:30 the pilot received his IFR clearance from O69 to L18 with a void time of 1710.
A pilot rated witness familiar with operations at O69 was on the deck of the airport office monitoring common traffic advisory frequency when he heard the accident pilot radio "Petaluma ground, Mooney taxi to Runway 29" he then observed the airplane taxi to runway 11. He stated that the airplane remained in the runway 11 runup area for about 15 minutes. At about 1700 the pilot announced, "Petaluma traffic, Mooney departing Runway 29." At which time the witness transmitted "Runway 11" to which the pilot replied, "thank you, I appreciate the help." He observed the airplane depart off runway 11, climb to about 300 feet above ground level (AGL) before initiating a shallow left turn and disappearing into the fog. The witness reported that there were no unusual sounds from the airplane during the takeoff, and the engine sounded "strong, smooth and normal."
The National Transportation Safety Board (NTSB) investigator-in-charge (IIC) along with the rest of the investigative team reached the accident site on the morning of April 8. The airplane impacted in a near vertical attitude in in a soft, muddy mustard field with rolling hills at an elevation of about 307 ft mean sea level, on a heading of about 200°.
All the airplane's major components were located at the main wreckage site. The right wing was displaced from the fuselage and came to rest on the right side and forward of the fuselage. The left wing sustained extensive accordion style leading edge crushing near the tip lessening in severity toward the wing root. The engine and propeller separated from the airframe and were buried in about 3 feet of soft mud. The propeller remained attached to the crankshaft and the blades remained attached to the propeller hub assembly. Both blades exhibited leading edge polishing. The fuselage was largely consumed by postcrash fire. All the primary flight control surfaces remained attached to their respective attach points; however, flight control continuity could not be verified on-scene due to impact damage and postcrash fire.
The airplane was equipped with an Electronics International CGR-30P electronic engine monitor. The impact damaged device was recovered from the accident scene and retained for further examination.
The closest weather reporting facility was Petaluma Municipal Airport (O69), Petaluma, California. At 1655, an METAR from O69 was reporting, in part: wind calm, visibility, ¾ statute, mist; clouds and sky condition, overcast 600 feet; temperature, 59 °F; dew point 59° F; altimeter, 29.87 inches of mercury.
Aircraft and Owner/Operator Information
Aircraft Manufacturer: MOONEY
Registration: N9133Z
Model/Series: M20J NO SERIES
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None
Meteorological Information and Flight Plan
Conditions at Accident Site: Instrument Conditions
Condition of Light: Day
Observation Facility, Elevation: O69, 90 ft msl
Observation Time: 2355 UTC
Distance from Accident Site: 2 Nautical Miles
Temperature/Dew Point: 15°C / 15°C
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: Calm
Lowest Ceiling: Overcast / 600 ft agl
Visibility: 0.75 Miles
Altimeter Setting: 29.87 inches Hg
Type of Flight Plan Filed: IFR
Departure Point: Petaluma, CA (O69)
Destination: FALLBROOK, CA (L18)
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: Unknown
Total Injuries: 1 Fatal
Latitude, Longitude: 38.268889, -122.576389 (est)
Carl Morrison, 75, of San Diego County
PETALUMA, Calif. -- The pilot killed Friday night when his small plane crashed in Petaluma has been identified by his family as a 75-year-old man from San Diego County.
Vietnam veteran and San Diego resident Carl Morrison was identified by his family as the sole victim in the crash. He was in town as a consultant with the Sonoma County Water Agency.
The case began when the Sonoma County Sheriff's Office got a call around 6:40 p.m. from the U.S. Air Force about an emergency transponder activation from a small plane in eastern Petaluma.
Deputies couldn't find the plane at the coordinates the equipment gave on Sonoma Mountain. However, around the same time, Morrison's wife called Petaluma police from San Diego County to say her husband was overdue home, sheriff's officials said.
Morrison was believed to have left the Petaluma Airport en route to San Diego County in his Mooney M20 fixed-wing airplane, according to sheriff's officials.
Shortly after 10 p.m., deputies spotted a small fire in a remote ravine near the 3600 block of Manor Lane. Deputies found the downed aircraft and the body of the man believed to be the pilot, sheriff's officials said.
The deputies secured the scene and notified the National Transportation Safety Board, the independent federal agency that determines the probable cause of transportation crashes.
According to sheriff's officials, the NTSB will investigate the cause of the collision. The Federal Aviation Administration will also investigate, according to Allen Kenitzer, a spokesman for the agency.
Original article can be found here ➤ http://abc7news.com
Carl Morrison
Sonoma County sheriff’s deputies and the National Transportation Safety Board are investigating the crash of a single-engine plane Friday night near Petaluma Municipal Airport that killed a San Diego County man.
Carl Morrison, 75, was piloting his Mooney M20J 201 from the airport back home after a work trip north in his role as a consultant with the Sonoma County Water Agency, according to a Facebook post from his family. Morrison, an attorney and vice commander of the Pacific Region Civil Air Patrol, had served in the U.S. Marines and often flew his plane to business meetings around the country.
“We are so saddened by the passing of our husband, father, and friend,” the family post read.
Friends and work colleagues voiced deep sorrow at his sudden death. It came in the type of storm, an atmospheric river, for which he worked to broaden research.
“He had the most wonderful disposition,” said Sonoma County Supervisor Shirlee Zane. “He was always positive, and always smiling — just a wonderful human being. We can’t even imagine our team without him, it’s just devastating.”
Col. Timothy Hahn, Morrison’s fellow vice commander in the Pacific Region’s Civil Air Patrol, said Col. Morrison will be deeply missed.
Morrison was a 20-year member of the Marine Corps., retiring as a lawyer and public affairs officer in 1986 in the rank of lieutenant colonel, according to his law office website. He graduated from Brigham Young University in 1966 before obtaining a law degree from DePaul University in Chicago in 1976. He also possessed two master’s degrees, from Loyola University and George Washington University.
Immediately following his time in the service, Morrison started a public relations and environmental consulting firm before going on to found his Fallbrook, California-based law firm about an hour north of San Diego in 1995. The office was located at the Fallbrook Airpark.
Morrison was also a devout Mormon with an extensive family, according to friends. He often boasted about his eight children and 22 grandchildren.
Morrison’s wife, Mary, called Petaluma police at about 6:40 p.m. Friday to report him overdue on his trip from the airport south back home, according to a sheriff’s office report. The United States Air Force also contacted the sheriff’s office at around the same time after an emergency signal originated from a small plane in eastern Petaluma.
Sheriff’s deputies responded to the coordinates on Sonoma Mountain, but could not immediately find the plane. A small fire eventually led them to the crash site after 10 p.m. in a remote ravine near the 3600 block of Manor Lane, about 2 miles northeast of the Petaluma airport. Deputies hiked up to the fire and spotted the downed plane, confirming the death of a single occupant who they believed was the pilot.
The Sonoma County Coroner had yet to name Morrison as the pilot Saturday.
Due to the weather and darkness, deputies secured the area and contacted the NTSB, which will investigate the cause of the crash. A NTSB spokesman said Saturday morning the circumstances of the crash are currently unknown, and the independent agency will work with the Federal Aviation Administration in its investigation.
No other information is available at this time. Messages left with family went unreturned Saturday afternoon.
Original article can be found here ➤ http://www.pressdemocrat.com
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