Mooney M20J accident near Ava, Missouri, June 14, 2024
On June 14, 2024 at about 1:15 am local time, a 1987 Mooney M20J, registered N123WJ, was substantially damaged in an accident during landing near Ava, Missouri (Ava Bill Martin Memorial airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain control of the airplane resulting in a runway excursion during landing. Contributing to the accident was the degraded brake system on the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 2024 · about 1:15 am local time
- Place
- Ava, Missouri · Ava Bill Martin Memorial · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20J, built 1987 · all M20Js on the register
- Registration
- N123WJ · registry record · serial 24-1620
- 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 after landing, he moved the throttle to idle; however, the engine speed remained at 1,550 rpm. After verifying that the throttle friction lock was fully released, he decided to move the mixture control to idle/cutoff to stop the engine. The airplane subsequently went off the end of the runway and impacted some bushes. The left wing separated at the wing root during the impact sequence. He noted that a throttle linkage issue may have prevented the engine from reducing to idle power. An examination conducted by a Federal Aviation Administration inspector confirmed throttle control continuity from the cockpit to the fuel servo, and that the fuel servo throttle arm rotated smoothly from stop to stop. Additionally, the left and right wheel brakes appeared to be leaking, and the pads were worn below minimums. In a supplemental statement, the pilot noted that the brakes were functional but required more pressure than normal. He added that there was no issue holding the airplane in place during the before takeoff engine runup. The airplane pilot operating handbook (POH) specified an engine speed of 1,900 – 2,000 rpm for the before takeoff engine runup. Automatic Dependent Surveillance – Broadcast (ADS-B) data depicted the airplane approaching to land on an extended final. The final data point was located about 0.5 miles from the runway. At that time, the airplane groundspeed was about 108 knots. Additionally, a left quartering tailwind prevailed which provided a 3-knot tailwind component to the landing runway. The airplane POH specified a final approach airspeed of 71 knots. There was no evidence of an anomaly with respect to the throttle linkage. However, there was evidence that the wheel brakes were likely not performing at an optimal level. The brakes in combination with the airplane inertia during landing likely resulted in the runway excursion.
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
- Runway excursion during landing defining event
The NTSB's findings
- Aircraft › Aircraft systems › Landing gear system › Brake › Damaged/degraded
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 462 hours in all
- Last flight review: November 30, 2023
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,041 hours
- Last inspection: annual inspection, January 1, 2024; 22.5 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A3B6D (piston); 1,697 hours total
The flight
- Departed from: MOR Morristown TN at 10:07 pm
- Destination: AOV Ava MO
- Flight plan: none
- Runway 31, 3,634 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 7 knots
- Visibility: 11 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 70°F (21°C)
- Altimeter: 29.89 inHg
- Observation at 8:52 pm from KSGF, 38 miles away
Weather report (METAR): METAR KSGF 140152Z 19007KT 10SM CLR 26/21 A2989
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on December 6, 2024. 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/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Pilot Statement | PDF, 1 page | View Download |
| 3 | FAA Inspector Statement | PDF, 1 page | View Download |
| 4 | Pilot Operating Handbook -- Before Takeoff Procedure | PDF, 2 pages | View Download |
| 5 | Pilot Operating Handbook -- Approach and Landing Procedure | PDF, 4 pages | View Download |
| 6 | FAA Chart Supplement -- Bill Martin Memorial Airport (Kaov) | PDF, 1 page | View Download |
| 7 | ADS-B Data File | data file | Download |
| 8 | ADS-B Data File -- Google Earth Format | map file | Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.