In a written statement, the pilot reported that while entering the traffic pattern at the destination airport, he received an airport advisory reporting winds 280 degrees at 10 to 12 knots. With the airplane on final approach, the pilot noted that the winds were oscillating the airplane but did not believe it was significant enough to perform a go-around. The airplane approached about 5 to 10 feet above the runway surface and encountered a wind shear that pushed the left wing downward. Despite the pilot's efforts, he could not counteract the wind. The airplane ground looped with the left wing contacting the ground; it came to rest in the grass adjacent to the runway.

The pilot reported that on short final to the runway the airplane encountered a downdraft. He applied engine power, but the main landing gear struck the airport perimeter fence and the airplane collided with the runway surface. The airplane sustained substantial damage to the fuselage and both wings during the accident sequence. Light winds existed at the time of the accident. The Federal Aviation Airport Facilities Directory states that a perimeter fence is located at the approach end of the accident runway. The pilot reported that the airplane and engine had no mechanical failures or malfunctions prior to the accident.

The pilot performed a successful landing, about 30 minutes after sunset at the destination airport. He taxied off the runway onto a perpendicular taxiway, and was instructed by the ground controller to "taxi to the ramp." The pilot stated he was "unable to make out any features on the ground," due to the darkness. He observed the Fixed Base Operator (FBO) directly in front of him and proceeded straight ahead, not realizing there was a strip of grass separating the taxiway and the FBO. The airplane exited the taxiway and continued down a grassy slope between the ramp and taxiway. During the excursion from the taxiway, the propeller and the tail of the airplane struck the ground, resulting in substantial damage. The pilot did not report any mechanical malfunctions with the airplane.

On August 3, 2009, about 1700 eastern daylight time, a Mooney M20F, N3549N, made a forced landing and collided with trees near Suffolk, Virginia. The private pilot was seriously injured, and the two passengers were uninjured. The airplane was substantially damaged by impact forces. The flight was operated as a personal flight under the provisions of 14 Code of Federal Regulations (CFR) Part 91, and no flight plan was filed. Visual meteorological conditions prevailed at the time of the accident. The flight originated from Suffolk Executive Airport, Suffolk, Virginia, at 1630.

According to the pilot, he aborted the landing on the 5,001-foot long by 100-foot wide runway after two bounces. He applied full power, retracted the landing gear and the flaps, and the airplane settled to the runway. The airplane subsequently departed the left side of the runway, struck runway lights, and substantially damaged the underside of the airframe. The pilot reported that there were no mechanical deficiencies with the airplane, and when asked how this accident could have been prevented, explained that first a positive rate of climb must be established before the gear and flaps are retracted.

The private pilot stated that following an uneventful approach to land, the airplane's landing gear collapsed after touch down. The pilot reported hearing the main landing gear tires "squeak" onto the runway, after which he lowered the nose and the landing gear collapsed. The airplane departed the left side of the runway and struck a runway lighting pole. The pilot was not injured and the airplane sustained substantial damage. An examination of the airplane revealed a bent propeller, bent ribs, and bent longerons on the underside of the fuselage. The landing gear extension handle was found in the up (retracted) position, the flap extension handle was in the up (retracted) position, and there was no evidence of either being extended at the time of the accident. The landing gear was successfully extended during testing and no mechanical anomalies were found. The pilot reported no mechanical anomalies with the gear extension or flap mechanisms prior to the accident.

Prior to departing on a 108-nautical-mile cross-country flight, the private pilot reported that he remained in the traffic pattern for one touch-and-go landing. The airplane was flown at a slower than normal speed on the downwind and base legs. The airplane crossed 30 feet above the runway "numbers" at 67 to 68 knots. The pilot reduced engine power for the landing and the airplane stalled at approximately 7 to 10 feet above the runway. After experiencing a hard landing, the airplane bounced back into the air and the pilot elected to perform a go-around. The pilot selected full power and pulled back on the yoke to avoid nosewheel contact with the runway. The pilot reported that the airplane became airborne, but he was at a slower than normal airspeed. At approximately 10 to 20 feet above the runway, the airplane entered a second stall, rolled left and impacted terrain. The airplane was substantially damaged. The pilot and two passengers were not injured. No preimpact anomalies were detected during a postaccident inspection.

On May 29, 2009, about 1800 eastern daylight time, a Mooney M20D, N6628U, collided with mountainous terrain near Clintwood, Virginia. The private pilot was killed, and the airplane was substantially damaged by impact forces. The flight was operated as a personal flight under the provisions of 14 Code of Federal Regulations (CFR) Part 91, and no flight plan was filed. The flight originated from Elizabethton Municipal Airport, Elizabethton, Tennessee, the same day, at 1500.
According to a witness, the airplane flew in a northerly direction towards a mountain ridge (Pine Mountain). He said at that time there was a lot of fog at the top of the Mountain. He said that he soon lost sight of the airplane, but could still hear the engine running. He continued by saying that he heard the engine make a sputtering noise, and then heard a loud crash. At that point, he drove his car around the base of the mountain to see if there was any smoke. When he did not see any smoke, he thought that “everything was fine.” He said that the following day he heard a report that a small airplane was missing. He contacted the local authorities and assisted them by directing them to the location where the missing airplane had crashed.
The pilot, age 57, held a private pilot certificate for airplane single engine land, and instrument airplane. His certificate was updated on May 10, 2007. The pilot's last medical examination was on August 28, 2007, for a third-class medical certificate with limitations for lenses for distance. The pilot reported 900 flight hours on his last medical application. His logbook was not available for review, and a determination of his total flight hours has not been verified.
The two seat, low-wing, retractable gear airplane, serial number (S/N) 123, was manufactured in 1963. It was powered by a Lycoming O-360, 180hp engine and equipped with Hartzell 3-bladed propeller. There were no aircraft logbooks available for review.
The Lonesome Pine Airport 1755 weather observation reported: winds 310 degrees at 10 knots, visibility 10 miles, ceiling 1,600 feet scattered, 2,800 feet broken, overcast 1,000, temperature 18 degrees Celsius (C), dew point 16 degrees C, and altimeter setting of 29.94 inches of mercury.
The wreckage was located at the top of a mountain ridge in a heavily wooded area. Examination of the crash site revealed that the wreckage path was through the tree tops that measured 200-feet. The airplane came to rest on the side of the ridge at approximately 2,600 feet Mean Sea Level. The wreckage debris line was consistent with the airplane’s heading of 003 degrees magnetic. All major components of the airplane were located at the accident site.
The nose section of the airplane was crushed aft to the firewall. The engine assembly remained attached to the engine mounts. The propeller assembly was separated from the propeller flange. Both-propeller blades were separated from the propeller hub. The nose gear was in the retracted position and attached to the airframe.
The cockpit area was destroyed by post crash fire. Sections of the instrument panel, instruments and cockpit controls were destroyed. The airplane’s flight controls were actuated by push-pull tubes which were extensively damaged during the impact. The empennage was partially separated from the fuselage. The vertical stabilizer and rudder assembly remained attached to the empennage. The right and left horizontal stabilizer remained attached to the empennage. The right elevator was separated from the stabilizer, and left elevator remained attached.
The right wing was separated from the fuselage at the wing root. The wing exhibited accordion crushing along the leading edge and the aileron remained attached to the wing. The right main fuel tank was ruptured. The flap remained attached to the wing assembly. The right main landing gear was separated from the wing.
The left wing remained attached to the airframe, and was accordion crushed along the leading edge of the wing. The aileron and the wingtip was crushed and separated from the wing. The left fuel tank was ruptured. The flap remained attached to the wing assembly. The left main gear was in the extended position.
Examination of the propeller revealed that the damage to the blades was consistent with impact forces. Both propeller blades exhibited bending, and chord-wise scarring.
Examination of the engine revealed it was heavily fire damaged by post crash fire, and partially embedded in the ground. The spark plugs on the right side of the engine were removed, and the electrodes were intact. The spark plugs were light gray in color. The accessory section and accessories were fire damaged.