Mooney M20K accident near Dalton, Georgia, October 13, 1995
On October 13, 1995 at about 11:32 pm local time, a Mooney M20K, registered N3983H, was substantially damaged in an accident near Dalton, Georgia (Dalton Municipal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
Oil starvation for an unknown reason, which resulted in progressive connecting rod failure and subsequent loss of engine power. Factors relating to the accident were: the unfavoable weather and light conditions (low ceiling and fog at dusk), which hampered the pilot in seeing the runway during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 13, 1995 · about 11:32 pm local time
- Place
- Dalton, Georgia · Dalton Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Mooney M20K · all M20Ks on the register
- Registration
- N3983H · no longer on the register · serial 25-0387
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during a climb through about 7,000 feet msl, the engine manifold pressure dropped to about 22 inches, and the engine oil pressure dropped to zero. He advised ATC that he would need to execute an emergency landing. During an emergency instrument landing procedure at dusk, he was unable to land on the intended runway, and the airplane impacted the terrain. Examination of the aircraft revealed old oil stains on the underside of the aircraft from the engine cowling trailing to the tail. Examination of the engine revealed that the number one and two connecting rods had failed as a result of thermal stretching and breaking of the rod bolts. No (new) oil leakage path was observed during the examination to indicate that the engine was leaking oil at the time of the accident.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,604 hours in all; 428 in this make and model; 3 in the last 90 days; 1 in the last 30 days; 2,500 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,784 hours
- Last inspection: annual inspection, July 14, 1995; 42 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360-MB4 (piston); 0 hours total
The flight
- Departed from: 8A4 Marietta GA at 11:45 pm
- Destination: 1C8 Rockford IL
- Flight plan: IFR
- Runway 32, 5,000 ft by 100 ft
Weather at the time
- Light: dusk
- Wind: from 140° at 3 knots
- Visibility: 3 statute miles
- Sky: broken clouds at 400 ft
- Temperature: 70°F (21°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
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.
Other NTSB records under N3983H the same tail number, which may have belonged to a different aircraft at the time
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.