Mooney M20C accident near Wichita, Kansas, March 18, 2016
On March 18, 2016 at about 8:25 pm local time, a 1966 Mooney M20C, registered N9262M, was substantially damaged in an accident during approach (VFR pattern downwind) near Wichita, Kansas (Colonel James Jabara 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
The total loss of engine power due to fuel starvation, which resulted from the pilot's improper fuel management.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 18, 2016 · about 8:25 pm local time · cases in 2016
- Place
- Wichita, Kansas · Colonel James Jabara · cases near this airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20C, built 1966 · all M20Cs on the register
- Registration
- N9262M · no longer on the register · serial 3456
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot reported that he conducted a preflight inspection of the airplane and noted that both fuel tanks were full. The pilot then took off for the personal cross-country flight. During approach to landing at the destination airport, the pilot extended the downwind leg due to inbound instrument flight rules traffic. The engine then suddenly lost power, and the pilot conducted a forced landing. An examination of the wreckage revealed no preimpact mechanical anomalies. The fuel tank selector was positioned to the left fuel tank, and the electric fuel pump was in the "off" position. No fuel was found in the left tank. There was no smell of fuel, no evidence of fuel spillage, and the fuel tank did not appear to have been breached. Some fuel, about 2 to 3 inches deep, was found in the right fuel tank. If the pilot had switched the fuel selector from the left to the right fuel tank and turned on the electric fuel pump, the engine would not have been starved of fuel.
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
What happened, in order
- Loss of engine power (total) during approach (VFR pattern downwind) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management other cases naming the fuel system
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 123 hours in all; 17 in this make and model
- Last flight review: March 31, 2015
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1D (piston); 0 hours total
- Operator: Sabris Corp.
The flight
- Departed from: M02 Dickson TN at 4:30 pm
- Destination: KAAO Wichita KS
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 020° at 15 knots, gusting 22
- Visibility: 10 statute miles
- Sky: overcast at 1,500 ft
- Temperature: 37°F (3°C), dew point 32°F (0°C)
- Altimeter: 30.15 inHg
- Observation at 7:54 pm from KICT, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on May 3, 2016. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot's Statement to FAA | PDF, 1 page | View Download |
| 2 | Statement of Nicole Klusener | PDF, 1 page | View Download |
| 3 | Memorandum of FAA Telephone Conversation with Mike Gallaghe | PDF, 1 page | View Download |
| 4 | Memorandum of FAA Telephone Conversation with Walter Ferguson | PDF, 1 page | View Download |
| 5 | Fuel Receipt, Dickson County Municipal Airport (M02), Dickson, Tn | PDF, 1 page | View Download |
| 6 | Fuel Receipt, Midwest Corp., Wichita, Ks | PDF, 1 page | View Download |
| 7 | Sabris Flt Log Sheet | PDF, 1 page | View Download |
| 8 | Weather Reports and Records | PDF, 4 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N9262M: not on the register today · the record of its deregistration
- Mooney M-20 6,245 registered today · the model family and its accident history
- Mooney 5,394 aircraft on the register
- Engine: Lycoming O-360-A1D 1,057 aircraft carry this series today · as the NTSB recorded it
- Colonel James Jabara Airport · nearest airport
- Dickson Municipal · departed from
- Accidents and incidents in Kansas 1,147 since 1982 · 149 in the last ten years
- Kansas 5,753 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/CEN16LA129.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.