Mooney M20K accident near Sylmar, California, March 13, 2020

The NTSB's narrative final · quoted from the NTSB record

The pilot was at the completion of a cross-country flight during daytime instrument meteorological conditions. A review of air traffic control (ATC) audio recordings and automatic dependent surveillance-broadcast (ADS-B) data showed that the pilot advised ATC he was inbound on the instrument landing system instrument approach, the airplane was established on the localizer to runway 16R, and the air traffic controller cleared the pilot to land. About 1 minute later, as the airplane was near the final approach fix, it began a series of climbing and descending turns to the south and west of the approach course over high terrain. The air traffic controller queried the pilot and provided multiple instructions to both climb and turn to the south. The pilot initially flew to the south as directed but soon began maneuvering to the west and north. The pilot’s final response to ATC instructions occurred when the airplane was at an altitude of about 2,744 ft mean sea level (msl). No further radio communication from the pilot acknowledging the controller’s instructions was received. The ADS-B data showed that the airplane turned left slightly 23 seconds later, followed by a series of mostly right turns. Throughout the final turn, the airplane’s altitude fluctuated over 400 ft. The last recorded radar target was at an altitude of 2,638 ft msl, within the vicinity of the accident site. The wreckage was located adjacent to a downed powerline within mountainous terrain at 2,315 ft msl. All major structural components of the airplane were located within the debris path. Postaccident examination of the wreckage revealed no evidence of any preexisting mechanical malfunction that would have precluded normal operation with the airframe or engine. The pilot’s communications with ATC as the flight deviated from the approach course included delayed response, incomplete readback of instructions, and transmissions consistent with increasing stress. These communications occurred while the airplane’s ground track was off course, both laterally and vertically. The airplane maneuvers were inconsistent with the charted approach and ATC instructions. The airplane’s altitude and heading deviations on the approach indicate the pilot was not reliably and positively controlling the airplane by reference to instruments. Pilot communications early in this period were nominal. However, as off-course maneuvering continued and became more erratic, the pilot’s communications became distressed, suggesting he recognized the difficulty he was having controlling the airplane. As the restricted visibility conditions and maneuvering were conducive to the development of spatial disorientation, it is likely that the pilot experienced spatial disorientation before losing control of the airplane.

The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.

Photographs from the investigation 10 pictures from the NTSB's docket, as the NTSB released them

Photo 1 – Main wreckage at the accident site.Photo 2 - EmpennagePhoto 3 - Main wreckage at the accident site.Photo 4 – View of the recovered engine.Photo 5 - View of the recovered airframePhoto 6 – View of the internal components of the vacuum pumpPhoto 7 - View of the vacuum pump drive shaftPhoto 8 – View of the propellerPhoto 9 – View of the damaged King KI-256Photo 10 - View of the King KI-256 gyro

The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.