Mooney M20F accident near Titusville, Florida, September 7, 2026
On September 7, 2026 at about 2:15 pm local time, a 1967 Mooney M20F, registered N9546M, was substantially damaged in an accident during takeoff near Titusville, Florida (Space Coast Regional airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 7, 2026 · about 2:15 pm local time
- Place
- Titusville, Florida · Space Coast Regional · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20F, built 1967 · all M20Fs on the register
- Registration
- N9546M · registry record · serial 670123
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On September 7, 2026, about 1015 eastern daylight time, a Mooney M20F airplane, N9546M, was destroyed when it was involved in an accident near Titusville, Florida. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Airplane position data revealed that the flight departed from runway 36 (taxiway Charlie intersection) at the Space Coast Regional Airport (TIX), Titusville, Florida. About 1015:07, the airplane overflew the departure end of the runway. About that time, it entered a left turn and climbed to a maximum altitude of about 220 ft mean sea level (msl). The left turn continued until the final data point was recorded at 1015:27. The altitude associated with the final data point was 220 ft msl, and the airplane was oriented on a southwest heading at that time. Surveillance video footage from a camera located at the Executive Jet Center fixed base operator depicted the airplane as it departed. Initially, the airplane became airborne and began to climb. However, soon afterward, it entered a descent. As it neared the end of the runway, the airplane began to climb again and subsequently entered a left turn. The turn continued until the airplane ultimately descended behind an intervening tree line. Shortly afterward, a plume of smoke was visible rising above the trees. A witness positioned outside the museum on the east side of the airport reported observing the airplane. Initially, she thought that the pilot was descending to execute a touch-and-go but then the airplane started to climb. She noted “a lot of noise” from the airplane as it climbed; however, that noise stopped shortly afterward as it neared the end of the runway. The airplane then entered a left turn and, ultimately, impacted power lines. The airplane struck a set of powerlines before coming to rest inverted on the westbound traffic lanes of Route 405/Columbia Blvd immediately north of the airport property. A post-impact fire ensued. The accident site was about 0.29 miles northwest from the departure end of runway 36. Figure 1 – Aerial view of accident site The cockpit area, including the instrumentation and avionics, was consumed. The outboard section to the left wing was separated and located near the main wreckage consistent with the powerline impact. The aft fuselage was deformed and buckled that was consistent with impact forces. The empennage remained attached with exception of the upper 2-ft section of the rudder which was separated and located in the debris path. The nose landing gear and left main landing gear were in the extended position. The right main landing gear was separated and located in the debris path. Figure 2 – Airplane at accident site
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 takeoff defining event
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Fire on the ground
The flight
- Departed from: TIX Titusville FL at 2:14 pm
- Flight plan: none
- Runway 36, 7,319 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 7 statute miles
- Sky: scat at 1,000 ft
- Temperature: 32°F (0°C), dew point 32°F (0°C)
- Altimeter: 29.98 inHg
- Observation at 10:14 am from TIX, 1 miles away
Weather report (METAR): SPECI KTIX 071414Z 00000KT 7SM SCT010 A2998
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN26FA310.