Mooney M-20J accident near Aberdeen, South Dakota, October 16, 1994
On October 16, 1994 at about 9:30 pm local time, a Mooney M-20J, registered CGJRA, was substantially damaged in an accident near Aberdeen, South Dakota (Aberdeen Regional Airport). It was a business flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to assure adequate maintenance was performed on the airplane and the resulting intentional flight with known deficiencies. Factors associated with the accident were the pilot's failure to follow the aircraft flight manual and the improper mixture control setting used by the pilot.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 16, 1994 · about 9:30 pm local time
- Place
- Aberdeen, South Dakota · Aberdeen Regional Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M-20J · all M-20Js on the register
- Registration
- CGJRA · no longer on the register · serial 240894
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED THAT THE AIRPLANE'S ENGINE BEGAN TO LOSE RPM NEAR THE END OF ITS TAKEOFF ROLL. HE SAID HE '...HAD NO TIME TO ABORT', AND CONTINUED THE TAKEOFF. AFTER LIFTOFF THE ENGINE'S RPM DROPPED TO 1800 ACCORDING TO THE PILOT. SHORTLY AFTER THE ADDITIONAL POWER LOSS THE PILOT MADE A FORCED LANDING. AN ON-SCENE EXAMINATION AND ENGINE TEST RUN REVEALED NO MECHANICAL ANOMALIES THAT WOULD CAUSE A POWER LOSS. THE MIXTURE CONTROL WAS FOUND ABOUT 1/2 TO 3/4 OF AN INCH AFT OF ITS FULL FORWARD POSITION. THE ELECTRIC FUEL PUMP WAS IN THE 'OFF' POSITION. A FLOW CHECK WAS CONDUCTED ON THE FUEL INJECTOR NOZZLES AND FUEL SERVO. THE INJECTOR NOZZLES WERE FOUND TO BE WITHIN THE MANUFACTURER'S SERVICE LIMITS. THE FUEL SERVO HAD A FUEL FLOW RATE OF 22.2 POUNDS PER HOUR AT THE IDLE SETTING. THE MANUFACTURER'S FUEL FLOW SPECIFICATION WAS BETWEEN SIX AND SEVEN POUNDS PER HOUR. THE PILOT STATED HE MADE THE TAKEOFF WITH THE MIXTURE CONTROL IN A LEANED POSITION.
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: 3,600 hours in all; 2,800 in this make and model; 51 in the last 90 days; 15 in the last 30 days; 3,520 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,172 hours
- Last inspection: annual inspection, July 26, 1994; 18 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A3B6D (piston); 0 hours total
The flight
- Destination: BIL Billings MT
- Flight plan: not recorded
- Runway 17, 3,863 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 060° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 9,000 ft; scat at 2,000 ft
- Temperature: 61°F (16°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
- Observation at 9:55 pm from ABR, 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.