This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N9546M
- History of Flight:
On September 7, 2026, at about 1015 local time, a privately-registered Mooney M20F Executive 21, N9546M, was destroyed when it was involved in an accident near Space Coast Regional Airport (TIX/KTIX), Titusville, Florida. The pilot was fatally injured. The flight was originating at the time.
According to Automatic dependent surveillance-broadcast (ADS-B) data, at 1014:39, the airplane was first seen about 4300 ft down the 7300 ft runway traveling at 71 knots groundspeed with a positive vertical rate of 380 feet per minute (fpm). The next data point was recorded at 1014:48 and showed the airplane at 75 ft, 67 knots groundspeed, with a 0 vertical rate. At 1015:07, the airplane was seen over the departure end of the runway at 125 ft and 60 knots groundspeed with a +640 fpm vertical rate. For the next 7 seconds, the airplane barely climbed to 150 ft while in a left turn, with the groundspeed going up to 67 knots and the vertical rate going down to 128 fpm. In the next 5 seconds, the airplane descended to 125 ft, 65 knots, and -256 fpm. The last ADS-B data point was recorded at 1015:19, the airplane was at 150 ft, 60 knots, and +320 fpm, still in the left turn and over the powerlines that run parallel to the highway.
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| Figure 1: Entire track with first data point distance calculation |
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| Figure 2: End of track with 1, presumed accident location, and 2, powerlines running along highway |
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| Figure 3: View of end of track with extend to ground option disabled, note powerlines |
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| Figure 4: Raw ADS-B data view |
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| Figure 5: TOC as seen from Flysto |
The NTSB reported that the airplane experienced an engine failure on takeoff and crashed into powerlines and terrain. The wreckage was moved before the NTSB investigator in-charge (IIC) arrived on scene.
- Pilot Information:
The registered owner holds a private pilot certificate that was last issued/updated on 2/26/2012 with an airplane single engine land rating. His BasicMed Course was dated 1/18/2025. (It is unknown if this was the accident pilot at this time)
- Airplane Information:
The accident airplane, serial number 670123, was manufactured in 1967. It was a four-seat, low-wing, retractable landing gear airplane powered by a four-cylinder, fuel-injected, horizontally opposed, air-cooled Lycoming IO-360 engine.
- Wreckage and Impact Information:
The airplane impacted powerlines and terrain 0.24 mile north of the departure end of runway 36. The airplane came to rest inverted and was consumed by a post crash fire. Both outer wings were impact damaged and separated, the fuselage and tail showed extensive crush impact damage in various directions. The fuselage was destroyed.
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| Figure: Tail crushing damage |
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| Figure: Aft view of airframe and tail |
- Airport Information:
KTIX is a controlled public airport located 5 miles south of Titusville, Florida. The airport field elevation is 34 ft. The airport features two runways, runway 18/36 asphalt/grooved 7319 x 150 ft, and runway 9/27 asphalt 5000 x 100 ft.
The area north of the airport (and in the path of departure from runway 36) is mostly covered with trees. There is a highway that runs perpendicular to the runway, and the outer side of the highway features powerlines that run parallel to it.
There is a small open field located behind the powerlines and is not covered with trees, given the ADS-B data, the pilot was most likely aiming to land at that area when the accident happened.
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| Figure: Flight-track with open area to the north of the runway |
- Weather:
(1) Brief:
At 1014, KTIX was reporting calm winds, visibility 7 miles, a scattered ceiling at 1,000ft AGL, and an altimeter setting of 29.98 inches of mercury.
At 1015, a nearby airport, Arthur Dunn Air Park (X21), was reporting calm winds, 10 miles visibility, no clouds under 12,000ft (CLR), temperature 28°C, dewpoint 28°C, and an altimeter setting of 29.95 inches of mercury. Distant lightning was reported from the southwest and west. The calculated density altitude was 1552 ft.
(2) METARs:
METAR KTIX 071347Z 02005KT 7SM SCT010 BKN050 A2997=
SPECI KTIX 071414Z 00000KT 7SM SCT010 A2998 <<<<
METAR KTIX 071447Z 00000KT 7SM SCT012 BKN050 A2998=
METAR KX21 071355Z AUTO 00000KT 10SM FEW012 29/28 A2994 RMK AO2 LTG DSNT W
METAR KX21 071415Z AUTO 00000KT 10SM CLR 28/28 A2995 RMK AO2 LTG DSNT SW AND W <<<<
METAR KX21 071435Z AUTO 00000KT 10SM CLR 29/28 A2995 RMK AO2 LTG DSNT SE AND SW
(3) Area Forecast Discussion:
714 FXUS62 KMLB 071122 AFDMLB Area Forecast Discussion National Weather Service Melbourne FL 722 AM EDT Mon Sep 7 2026 ...New AVIATION... .KEY MESSAGES... Issued at 236 AM EDT Mon Sep 7 2026 - A wet weather pattern persists through this week. The main storm hazard will continue to be the potential for locally heavy rainfall that could lead to mostly minor flooding. Otherwise, frequent lightning strikes and gusty winds up to 50 mph will also be possible. - Muggy conditions and seasonably hot temperatures in the upper 80s to low 90s will continue, with peak afternoon heat indices in the triple digits, but below Heat Advisory criteria. - There is Moderate risk of rip currents at all area beaches again today. Remember, always swim near a lifeguard and never swim alone. && .DISCUSSION... Issued at 236 AM EDT Mon Sep 7 2026 Current-Tuesday...High pressure is surpressed to our south/east and a weak frontal boundary will push into north FL and may settle further southward into north-central/central FL into Tue. Light WRLY flow will transition onshore in the afternoon along the coast with ECSB formation, possibly delayed again, and inland movement will be slow today. A weaker pgrad will be in place on Tue with quicker development of the sea breeze and further penetration inland. PWATs well in excess of 2" and with advancing front coupled with daytime heating and sea breeze/various other boundary interactions; we will see a high coverage of showers/lightning storms (70-80%). Expect earlier initiation of convection (possibly mid-late morning) esp near the Kissimmee River northward and activity pushing off of the east coast through the afternoon/early evening. Storm steering will be W/NW around 10 mph both today and tomorrow. Aloft, expect east- west oriented troughing to slide down the peninsula into the central peninsula today and linger into Tue. Temps at 500 mb are forecast to remain consistent at -5.5C to -6.5C. PoPs on Tue continuing fairly high at 50-60%. Primary storm impacts remain frequent lightning strikes, gusty winds locally 40-50 mph, and torrential downpours capable of 2-4" in a relatively short period (perhaps to 5" in a couple spots today) promoting minor/nuisance flooding in repeated rounds. Max temps near climo in the U80s/L90s. Humid overnight with mins in the 70s. Peak heat indices continue above 100F ahead of daily storms. Wed-Sun...Mid-level troughing across the central FL peninsula begins to slowly lift northward and weakens across north FL into late week. At the surface, the weak aforementioned from will also lift back north becoming diffuse thru Thu. A weak pressure pattern will continue as the Atlc high ridge tries to build back toward the central FL peninsula into the weekend. PWAT values remain in excess of 2" thru the extended. The ECSB will develop daily and penetrate inland with late day boundary collisions between the central/eastern FL peninsula. Weak/erratic storm steering on Wed will gradually become SW/W thru at least Sat, bringing storms back to the coast each late day/early evening. Mostly diurnal convection continues with fairly high numbers and have capped PoPs at 60-70% areawide Wed-Sun until a change in the pattern dictates otherwise. Primary storm impacts continue to revolve around locally heavy rainfall. Generally near seasonal temps for highs (U80s-L90s) with lows in the 70s and conditions remaining humid. && .MARINE... Issued at 236 AM EDT Mon Sep 7 2026 Today-Friday...Surface high pressure has been pushed south/east of the local waters leaving a fairly weak pgrad in place. A weak frontal boundary will move into north FL early today and continue to settle further south tonight/Tue toward/into central FL. Initial offshore flow this morning will gradually transition onshore in the afternoon with a degree of variability remaining over the open Atlc, and esp where convection is concerned later today/evening. With advancing boundary, winds tonight will shift offshore south of the Cape and more N/NE northward thru the night. On Tue, winds will shift onshore again in the afternoon. Winds will transition to ESE/SE 10-12 kts along the coast with sea breeze development each day into the extended. Expect earlier initiation of storms developing over land and pushing off of the coast today with initial ISOLD-SCT coverage becoming locally NMRS-WSPD. Diurnal offshore-moving showers and lightning storms will continue thru mid-late week affecting intracoastal/near shore waters. A few strong storms, are possible with primary impacts of frequent lightning, gusty winds in excess of 40 kts, and heavy downpours. Overnight activity mostly confined to the Gulf Stream, where a few strong storms will remain possible with frequent lightning/gusty winds. Seas locally higher invof storms. Seas continue mainly 1-2 ft into this evening, building to 2-4 ft again by Tue afternoon. Seas continue 3-4 ft on Wed, possibly 5 ft across the Volusia waters into Wed evening gradually subsiding Wed night-Fri back toward 2-3 ft. && .AVIATION... (12Z TAFs) Issued at 655 AM EDT Mon Sep 7 2026 Showers have already started, anticipated to expand eastward over the next couple of hours. VCSH at all interior terminals with westerly flow areawide, becoming VCTS after 17Z and reaching the coastal terminals by 18Z. Winds become more easterly along the coast as the east coast sea breeze develops. Added TEMPOs to all sites for VIS and CIG reductions due to TSRA between 17-24Z. Activity will diminish after 02Z across the interior and 03Z along the coast, with light and variable winds returning overnight. && .PRELIMINARY POINT TEMPS/POPS... DAB 88 75 87 76 / 80 50 60 20 MCO 90 75 90 75 / 80 40 60 40 MLB 90 76 88 77 / 80 50 60 30 VRB 90 74 88 75 / 80 50 60 30 LEE 89 75 89 75 / 80 30 60 30 SFB 90 75 88 75 / 80 40 50 30 ORL 90 76 89 76 / 80 40 60 40 FPR 90 74 88 75 / 80 40 60 30 && .MLB WATCHES/WARNINGS/ADVISORIES... FL...None. AM...None. && $$ DISCUSSION...Sedlock AVIATION...Tollefsen
- Additional Information:
According to the FAA Airplane Flying Handbook (3C) Chapter 18:
Engine Failure After Takeoff (Single-Engine) A number of variables and pilot actions factor into a successful emergency landing shortly after takeoff. When an engine failure occurs during the initial climb, the pilot should lower the nose of the airplane and establish the proper glide attitude. What happens next if the engine does not restart? Does the pilot select a field directly ahead (or slightly to the side of the takeoff path) or should the pilot turn back toward the point of departure? There's not much time to decide and a lot to consider.
Continuing straight ahead or making a slight turn gives the pilot time to establish a safe landing attitude, and the landing occurs under control and as slowly as possible (assuming a takeoff made into a headwind). This minimizes the risk of injury and usually represents the option with the lowest risk—i.e. the safest option. Turning back requires a more complex analysis and consideration of risk. At some urban airports, there may be numerous hazards in the departure path. In that case, the pilot might turn back, but only if certain the airplane can reach the field from its current position and the pilot has trained and practiced the turn back maneuver.
Turning back to an airport after a low-altitude engine failure, also known as “the impossible turn,” presents many challenges, and a pilot who attempts to turn back without due consideration and training will need considerable luck to prevent disaster. If the airplane strikes the ground during the turn, cartwheeling could occur. If the pilot does not lower the nose sufficiently during the turn, an accelerated stall and fatal crash may occur. Even after executing a successful turn, a return to the airport often results in a downwind approach. The increased groundspeed could rush a pilot not properly trained for landing downwind. The increased groundspeed and associated increase in kinetic energy also raise the likelihood of serious injury if unable to make the field.
If considering a turn back to the runway following an engine failure on takeoff, the pilot should know the expected altitude loss during the turn for the specific make and model airplane as well as whether the airplane can physically glide back to the field after executing the turn. Traditionally, the FAA has given the following example. An airplane has taken off and climbed to an altitude of 300 feet above ground level (AGL) when the engine fails. After a typical 4-second reaction time, the pilot elects to turn back to the runway. Using a standard rate (3° change in direction per second) turn, it takes 1 minute to turn 180°. At a glide speed of 65 knots, the radius of the turn is 2,100 feet, so at the completion of the turn, the airplane is 4,200 feet to one side of the runway. The pilot needs to turn another 45° to head the airplane toward the runway. By this time, the total change in direction is 225° equating to 75 seconds plus the 4-second reaction time. If the airplane in a power-off glide descends at approximately 1,000 fpm, it has descended 1,316, feet placing it 1,016 feet below the runway.
The preceding example illustrates why a turn back, if attempted, requires a turn with a higher bank angle. A standard rate or shallow turn consumes too much time, requires too much distance, and generates an unacceptable solution.
Training for a turn back includes practicing turns in both directions at a safe altitude in the make and model flown after simulating an engine failure from a climb. Practice should result in consistent altitude loss and the ability to avoid an accelerated stall when executing a gliding steep turn. Pilots should be alert for and respond appropriately to any stall warning and reduce wing loading during the turn as necessary. There will be some observed variation in altitude loss during training. The pilot should anticipate that during an actual emergency, the expected altitude loss could end up at the high end of the range observed while practicing. Success in training involves the demonstrated ability to evaluate the effect of climb performance of the airplane, determine the better direction to turn back (usually into a crosswind), predict the altitude above ground after the turn, know the distance to the landing zone, and know if the glide performance of the airplane will allow the pilot to make the field. Some airplanes cannot usually make the return successfully, some can make the return under certain conditions, and some can usually return. The pilot should not attempt a turn back unless a successful turn back will result.
A turn back to the departure runway may require more than a 180° change in direction. There could also be cases where turning back results in overshooting the runway, and the pilot needs to sense the aiming point within seconds after completing a turn back and make any necessary adjustments to achieve the best possible outcome. A turn back at low altitudes presents an unacceptable risk for student pilots, low-time pilots, untrained pilots, pilots without adequate proficiency, and pilots flying airplanes with insufficient glide performance to return to the field. However, experienced pilots interested in knowing when and how to make an emergency turn back after takeoff should use the services of an authorized flight instructor who can explain and demonstrate the practicality (or impracticality) of “the impossible turn” in the specific make and model used during training.
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