Mooney M20E accident near Muskegon, Michigan, October 13, 2007
On October 13, 2007 at about 3:00 pm local time, a Mooney M20E, registered N1261X, was substantially damaged in an accident near Muskegon, Michigan (Muskegon County airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of engine power during initial climb after takeoff for undetermined reasons. A contributing factor was the unsuitable terrain for a forced landing available to the pilot due to the presence of a residential sub-division and trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 13, 2007 · about 3:00 pm local time
- Place
- Muskegon, Michigan · Muskegon County · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20E · all M20Es on the register
- Registration
- N1261X · no longer on the register · serial 134
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted a tree and terrain during a forced landing following a loss of engine power after takeoff. The pilot reported that the takeoff was normal. However, during initial climb out, about 500 feet above ground level, the engine "suddenly lost all power." He noted that there were trees and a residential sub-division in front of the airplane at the time. He attempted to return to the airport, but did not have sufficient altitude. A post accident examination did not reveal any anomalies that were consistent with a complete loss of engine power. However, during the examination of the fuel system continuity through the fuel servo could not be conclusively established. Testing of the fuel servo revealed an accumulation of debris in the fuel screen. The bypass function of the servo appeared operational. Subsequent bench testing of the servo did not reveal any anomalies consistent with a total loss of engine power.
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
- Flight time: 1,336 hours in all; 759 in this make and model; 0 in the last 90 days; 0 in the last 30 days; 1,329 as pilot in command
- Last flight review: June 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,072 hours
- Last inspection: annual inspection, June 1, 2005
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1A (piston); 0 hours total
The flight
- Departed from: MKG Muskegon MI at 3:00 pm
- Flight plan: none
- Runway 24, 6,501 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,500 ft
- Temperature: 50°F (10°C), dew point 39°F (4°C)
- Altimeter: 30.03 inHg
- Observation at 2:55 pm from MKG, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.