Mooney 20P accident near Smith, Alabama, February 18, 2005
On February 18, 2005 at about 8:23 pm local time, a Mooney 20P, registered N321DT, was substantially damaged in an accident near Smith, Alabama. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Maintenance personnel failure to properly torque the cylinder head during installation that resulted in the separation from the engine assembly and the subsequent loss of power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 18, 2005 · about 8:23 pm local time
- Place
- Smith, Alabama · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney 20P
- Registration
- N321DT · registry record · serial 24-1360
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While on an instrument flight the engine stopped and oil covered the windshield. The pilot declared an emergency and the air traffic controller attempted unsuccessfully to vector the flight to a nearby grass airstrip. The pilot selected an off-airport location for an emergency landing. The airplane collided with a tree while the pilot was maneuvering for the emergency landing. Post-accident examination of the engine revealed that the #2 cylinder assembly had separated from the crankcase. The #2 cylinder was recovered and exhibited fretting on the mating surface of the base flange. Post-accident examination revealed that the torque on the adjacent cylinder hold down nuts were less than what was prescribed for installation. A review of the engine maintenance records revealed that on 12/18/2002, the #1 cylinder assembly was replaced. The cylinder was overhauled by Aviation Engines and installed by North Alabama Aviation. At the time of the accident the engine had accumulated 85.6 hours since the #1 cylinder assembly had been replaced.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,767 hours in all; 1,014 in this make and model; 13 in the last 90 days; 3 in the last 30 days; 1,727 as pilot in command
- Last flight review: May 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 2,928 hours
- Last inspection: annual inspection, January 1, 2005; 2 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-23307-51A (piston); 0 hours total
The flight
- Departed from: DCU Decator AL at 7:19 pm
- Destination: CSG Columbus GA
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 360° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 46°F (8°C)
- Altimeter: 30.25 inHg
- Observation at 8:51 pm from CSG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.