Mooney M20J accident near Hazard, Kentucky, September 15, 2010
On September 15, 2010 at about 7:07 pm local time, a Mooney M20J, registered N1156U, was substantially damaged in an accident during taxi (from runway) near Hazard, Kentucky (Wendell H Ford Airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance from a fuel pump while taxiing. Contributing to the accident was the pilot’s diverted attention.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 15, 2010 · about 7:07 pm local time
- Place
- Hazard, Kentucky · Wendell H Ford Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20J NO SERIES · all M20Js on the register
- Registration
- N1156U · registry record · serial 24-1253
- 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 after landing he was taxiing the airplane to the parking ramp. With the self-service pumps clearly visible on the right side of the airplane, he taxied past them and reached over to open the cabin door. He sneezed twice and the airplane drifted right. The right wing impacted the fuel pump, resulting in substantial damage to the wing. Two witnesses who observed the accident reported that the airplane was taxiing fast. Review of security camera footage revealed that there were no obstructions in the immediate vicinity of the fuel pump. The pilot reported no mechanical malfunctions or failures with the airframe or engine that would have precluded normal operation.
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
- Collision with terrain or object (not controlled flight into terrain) during taxi (from runway) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- factor Personnel issues › Psychological › Attention/monitoring › Attention › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,000 hours in all; 2,000 in this make and model; 15 in the last 90 days; 5 in the last 30 days; 5,000 as pilot in command
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,500 hours
- Last inspection: annual inspection, December 23, 2009
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: 27K Georgetown KY at 6:30 pm
- Destination: K20 Hazard KY
- Flight plan: IFR
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 55°F (13°C)
- Altimeter: 30.12 inHg
- Observation at 6:53 pm from JKL, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N1156U the same tail number, which may have belonged to a different aircraft at the time
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.