Mooney M20J accident near Charleston, South Carolina, May 23, 2002
On May 23, 2002 at about 10:35 pm local time, a Mooney M20J, registered N4560H, was substantially damaged in an accident near Charleston, South Carolina (Charleston International airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Total loss of engine power due to oil system starvation. A factor was the transmission wire encountered during emergency descent.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 23, 2002 · about 10:35 pm local time
- Place
- Charleston, South Carolina · Charleston International · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20J · all M20Js on the register
- Registration
- N4560H · no longer on the register · serial 24-0766
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During climb through 3300 feet mean sea level, the engine lost power. During emergency landing on a road, the airplane struck a power line, then collided with the ground inverted. The underside of the fuselage and empennage was found heavily coated with and streaming engine oil. Examination of the engine found the number 1 connecting rod detached. The number 2 and 3 connecting rods exhibited heat discoloration and lack of lubrication. Bearing material was extruded, the connection rods were separated, and both were found in multiple pieces. The number 4 connecting rod remained attached, and the bearing showed early signs of heat discoloration and lack of lubrication. The connecting rod separations exhibited overload signatures, and there were no signs of fatigue. Maintenance records indicate an annual inspection was completed on December 14, 2001, at an engine time of 595 hours since major overhaul, and the engine accumulated 70 hours since inspection. The engine received a propeller strike inspection on February 8, 2000, and the engine was disassembled, repaired, and reassembled. The engine time for the propeller strike repairs was not recorded in the maintenance log.
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.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,574 hours in all; 212 in this make and model; 16 in the last 90 days; 4 in the last 30 days; 3,574 as pilot in command
- Last flight review: December 6, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 5,922 hours
- Last inspection: annual inspection, December 14, 2001; 70 hours since
- Maximum gross weight: 3,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A3B6D (piston); 0 hours total
The flight
- Departed from: KCHS Charleston Afb SC at 10:10 pm
- Destination: CHS Charleston SC
- Flight plan: none
Weather at the time
- Light: dusk
- Wind: from 160° at 9 knots
- Visibility: 10 statute miles
- Sky: scat
- Temperature: 73°F (23°C), dew point 54°F (12°C)
- Altimeter: 30.12 inHg
- Observation at 6:56 pm from CHS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.