Mooney M-20F accident near Griffin, Georgia, October 14, 1996
On October 14, 1996 at about 1:40 pm local time, a Mooney M-20F, registered N6434Q, was substantially damaged in an accident near Griffin, Georgia (Griffin Spalding County airport). It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fuel system contamination that resulted in fuel starvation and subsequent loss of engine power. A factor was rough terrain at the emergency landing site.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 14, 1996 · about 1:40 pm local time
- Place
- Griffin, Georgia · Griffin Spalding County · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M-20F · all M-20Fs on the register
- Registration
- N6434Q · no longer on the register · serial 670513
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Ten minutes into the flight, and while on a visual approach for a full stop landing, the pilot reported that the engine developed a rough running condition. The procedures attempted by the pilot to restore flight sustaining engine power, failed. The pilot selected a forced landing area. During the landing roll, the airplane collided with a fence, and came to rest adjacent to a state road. Fuel samples were collected from both main fuel tanks and the fuel selector at the accident site. An additional fuel sample was collected from the fuel tanker at the departure airport that refueled the airplane. The examination of the fuel samples from both main fuel tanks disclosed an abnormally high level of contamination and an abnormally cloudy visual appearance. The samples contained sand, rust and small pieces of fuel tank sealant. In addition to the debris found in the two main fuel tanks, unidentified organic debris was found in the fuel sample collected at the fuel selector valve. The examination of the fuel injector filter assembly disclosed an abnormally high level of coarse debris contamination. The origin of the debris found in the fuel system was not determined.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 12,000 hours in all; 35 in this make and model; 153 in the last 90 days; 57 in the last 30 days; 6,000 as pilot in command; 189 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,145 hours
- Last inspection: annual inspection, June 22, 1996; 50 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1A (piston); 0 hours total
The flight
- Departed from: FFC Peachtree City GA at 1:30 pm
- Destination: 6A2
- Flight plan: none
- Runway 13, 3,301 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 1:56 pm from ATL, 40 miles away
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.