Mooney M20F accident near Minneapolis, Minnesota, May 10, 2002
On May 10, 2002 at about 6:15 pm local time, a Mooney M20F, registered N976SB, was substantially damaged in an accident near Minneapolis, Minnesota (Crystal Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot did not attain a proper climb rate during the go-around and the intentional wheels up landing. Factors associated with the accident were the inability of the pilot to maintain directional control of the airplane during the landing and the parked airplane that was contacted.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 10, 2002 · about 6:15 pm local time
- Place
- Minneapolis, Minnesota · Crystal Airport · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20F · all M20Fs on the register
- Registration
- N976SB · no longer on the register · serial 22-1395
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft sustained substantial damage when it impacted the ground and another aircraft during an aborted go-around procedure. The pilot reported that he initiated a go-around by applying full power and "dumped" the flaps after the control tower informed him that the landing gear was not extended. He stated that the aircraft did not respond when he added full power and it continued to descend. According to the pilot, he decided to land the aircraft to prevent a stall spin. During the landing, the aircraft slid on the pavement contacting the tail portion of a parked aircraft with the left wing. One witness to the accident reported hearing the engine power increase when the pilot initiated the go-around. This witness stated the engine sounds stayed the same until just prior to the airplane contacting the ground.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 3,400 hours in all; 2,900 in this make and model; 35 in the last 90 days; 30 in the last 30 days; 3,400 as pilot in command
- Last flight review: August 23, 2000
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,100 hours
- Last inspection: annual inspection, November 1, 2001; 60 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO 360 (piston); 0 hours total
The flight
- Departed from: EVV Evansville IN at 4:30 pm
- Destination: MIC Crystal Airport MN
- Flight plan: IFR
- Runway 24R, 2,499 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 10 knots
- Visibility: 10 statute miles
- Sky: overcast at 25,000 ft; a few clouds at 5,500 ft
- Temperature: 59°F (15°C), dew point 0°F (-18°C)
- Altimeter: 30.25 inHg
- Observation at 7:04 pm from KMIC
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.