Mooney Aircraft CORP. M20K accident near Vero Beach, Florida, August 23, 2014
On August 23, 2014 at about 2:20 pm local time, a 1982 Mooney Aircraft CORP. M20K, registered N231MN, was substantially damaged in an accident during standing (engine(s) start-up) near Vero Beach, Florida (Vero Beach Municipal airport). It was a personal 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 failure of the pilot and personnel from the fixed base operator to assure the correct ground power unit was utilized to provide external power, resulting in damage to the aircraft's electrical wiring and subsequent damage to structure adjacent to the aircraft's battery.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 23, 2014 · about 2:20 pm local time
- Place
- Vero Beach, Florida · Vero Beach Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney Aircraft CORP. M20K, built 1982
- Registration
- N231MN · registry record · serial 25-0717
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that when attempting the start the engine for an intended flight, the batteries were dead. As a result he asked the fixed base operator (FBO) for an external power cart to provide an external power source for his aircraft, which was a 12 volt system. He completed a waiver, but indicated he did not recall having a conversation with personnel of the FBO about the aircraft voltage requirement. Personnel of the FBO indicated the external power cart they used has a minimum voltage of 28 volts, and they asked the pilot if his aircraft's electrical system was 28 volts, to which he replied yes. A passenger remained outside the airplane, while the pilot was inside the airplane and a ground power unit (GPU) with a minimum of 28 volts was connected to the external power receptacle. The pilot indicated that he told the line service person to turn on power and he noticed that the alternator circuit breaker tripped. An individual from the (FBO) heard a bang and saw smoke coming from the airplane. The passenger who was outside the airplane later told the pilot that the line service person was frozen, but he was able to disconnect the (GPU) from the airplane, and in doing so noted arcing. The pilot reported that he saw smoke at the rear of the airplane, and the passenger who was outside the airplane reported that when he came off the wing an explosion occurred and fire and smoke was coming from the top of the airplane. The pilot exited the airplane and using a fire extinguisher from it, extinguished the fire. Fire department personnel responded however the fire had been extinguished before their arrival. Postaccident inspection of the airframe revealed structural damage above a battery. Following the accident, the (FBO) added a line to their liability release indicating, "Aircraft voltage system is _____________ volts."
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
- Fire/smoke (non-impact) during standing (engine(s) start-up) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Electrical power system › DC power distribution system › Incorrect service/maintenance
- cause Personnel issues › Task performance › (general) › (general) › Other/unknown
- cause Personnel issues › Task performance › Planning/preparation › (general) › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 673.4 hours in all; 351.7 in this make and model; 7.3 in the last 90 days; 1.8 in the last 30 days; 633.4 as pilot in command
- Last flight review: October 26, 2012
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,160.4 hours
- Last inspection: annual inspection, August 1, 2014; 2 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: retractable
- Engine: Cont Motor TSIO-520 (piston); 876 hours total
- Fire on the ground
- Operator: Surgical Pain Consulting LLC
The flight
- Departed from: VRB Vero Beach FL
- Destination: SUA Stuart FL
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 260° at 5 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,000 ft
- Temperature: 84°F (29°C), dew point 73°F (23°C)
- Altimeter: 29.98 inHg
- Observation at 1:53 pm from VRB
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.
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.