Mooney M20K accident near Amelia Island, Florida, October 25, 1996
On October 25, 1996 at about 9:15 pm local time, a Mooney M20K, registered N32DG, was substantially damaged in an accident near Amelia Island, Florida (Fernandina Beach Muni airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured and 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate maintenance/inspection, which resulted in a failure to detect and correct moisture contamination of the left magneto; and/or improper adjustment of the engine fuel pump output, which resulted in excessive fuel pressure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 25, 1996 · about 9:15 pm local time
- Place
- Amelia Island, Florida · Fernandina Beach Muni · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20K · all M20Ks on the register
- Registration
- N32DG · registry record · serial 25-1128
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the climb after takeoff, the engine began to run rough, then lost power. According to the pilot, he turned on the boost pump, and the engine quit. The pump was turned off, the engine surged, then quit again. During a forced landing, the airplane struck trees, then came to rest on a street. Postaccident examination of the engine revealed corrosion in the left magneto, which was indicative of moisture contamination of the magneto that may have resulted in a loss of power. Additionally, the engine driven fuel pump pressure was set high, which would have resulted in a rich mixture, when the boost pump was activated. The engine had been equipped with pressure type, Slick Electro Model 6224 magnetos. A service bulletin, applicable to another aircraft manufacturer, had been issued by the magneto manufacturer to inspect the pressurized magnetos each 100 hours for evidence of moisture contamination. The same information was contained in the magneto maintenance and overhaul manual. The airplane was maintained under an annual inspection program, with no intervening 100 hour inspections; 159 hours of flight time had been accumulated since the last annual inspection.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 6,700 hours in all; 2,100 in this make and model; 34 in the last 90 days; 10 in the last 30 days; 6,400 as pilot in command; 2,300 on instruments
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,544 hours
- Last inspection: annual inspection, October 5, 1995; 159 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-360-MB1 (piston); 0 hours total
The flight
- Departed from: 55J at 9:15 pm
- Destination: ISM Kissimmee FL
- Flight plan: IFR
- Runway 8, 5,200 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 8:56 pm from JAX, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 1 | 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.