According to the pilot, the takeoff from Runway 7 at the airport in Livermore, California, was normal, but about 100 feet above ground level (agl), the Mooney M20E’s engine lost total power.
The pilot elected to make an off-airport landing about one mile northeast of the airport on the overpass of Interstate 580. During the landing roll, the propeller hit the trunk of a car. The airplane pivoted around and hit the left side of the car before coming to a stop near the side of the road.
The driver of the car, the sole occupant, was not injured.
According to an FAA inspector, the airplane sat outside, and had not been flown for about eight to 10 years before the accident flight. When the fuel tanks were sumped, a small quantity of water was present in the right fuel tank, but the left tank was free of contamination.
A visual examination of the engine revealed no evidence of any mechanical damage to the crankcase. The engine was manually rotated, and mechanical and valve train continuity established. The engine-to-magneto timing was within manufacturer limits. The spark plugs were removed and were in good condition. When the engine was manually rotated, the P-leads sparked at all cylinders. The fuel flow divider was disassembled and was clear of debris; the diaphragm was intact. The fuel injectors were removed and were clear of debris.
A visual examination of the fuel servo revealed that it was intact and not damaged. The throttle and mixture levers were free to move from stop-to-stop. Before attaching it to the test stand, the fuel servo inlet screen was removed and inspected and debris was observed in the inlet screen.
A functional test of the fuel servo was unsuccessful; no fuel flowed through the unit. The fuel servo was disassembled for further examination. Extensive corrosion and debris were noted in the regulator center body and diaphragm assembly, which prevented a successful fuel flow check on the test stand. The corrosion and debris were attributed to water in the system.
Probable Cause: A total loss of engine power due to fuel starvation as a result of corrosion and rust in the fuel injection servo.
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This February 2021 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Something is not right here. The FAA inspector is saying this plane had not flown in years prior to this flight. But it had an annual inspection 14FEB21, and this flight was 23FEB21.
Didn’t someone have to do a test flight to return this aircraft to service after that Annual?
If that plane had water in the one tank, and this is the rainy season for California, then a fuel cap was not replaced correctly or the seal/gasket was bad and should have been found during the annual.
But I don’t see how that much corrosion could have happened in that short time from the Annual. Something just seems wrong to me.
Can’t say I’ve ever seen or had a shop test flight after an annual.
And certainly extensive high speed taxiing and runups by someone would be warranted given the downtime.
Not sure why crap in the servo only.
Nobody died; therefore, “ A total loss of engine power due to fuel starvation as a result of corrosion and rust in the fuel injection servo” is close enough.
That’s what’s wrong.