Mooney M20C accident near East Hampton, New York, August 26, 2012
On August 26, 2012 at about 9:36 pm local time, a Mooney M20C, registered N557M, was substantially damaged in an accident during initial climb near East Hampton, New York (East Hampton Airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for reasons that could not be determined because postaccident examination of the engine did not reveal any failures or malfunctions that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 26, 2012 · about 9:36 pm local time
- Place
- East Hampton, New York · East Hampton Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20C · all M20Cs on the register
- Registration
- N557M · no longer on the register · serial 3175
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that after takeoff, he retracted the landing gear and flaps and that the engine rpm decreased from 2,750 rpm to 2,400 rpm. He verified that the carburetor heat was off and that the throttle, propeller, and mixture controls were full forward. He declared an emergency with the control tower controller and turned left in an attempt to land on a closed runway. During the turn, "the engine became quiet," and the airplane collided with trees. Postaccident examination of the airplane and engine showed no evidence of precrash mechanical failure or malfunction. Review of the FAA carburetor icing probability chart showed that conditions at the time of the accident were conducive to light carburetor icing at cruise and glide power; however, the airplane was operating at a higher power setting. The reason for the loss of engine power could not be determined.
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 initial climb defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land; instructor: powered-lift
- Flight time: 1,200 hours in all; 330 in this make and model; 12 in the last 90 days; 2 in the last 30 days; 1,200 as pilot in command
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,984 hours
- Last inspection: annual inspection, March 1, 2012
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O&VO-360 SER (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: HTO East Hampton NY at 9:15 pm
- Destination: TAN Tauton MA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 160° at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 1,500 ft
- Temperature: 73°F (23°C), dew point 63°F (17°C)
- Altimeter: 30.29 inHg
- Observation at 9:35 pm from HTO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.