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Accidents · NTSB ERA23LA225 · Final report

Mooney Aircraft CORP. M20K accident near Hillsborough Township, New Jersey, May 6, 2023

On May 6, 2023 at about 4:55 pm local time, a 1983 Mooney Aircraft CORP. M20K, registered N262MK, was substantially damaged in an accident during initial climb near Hillsborough Township, New Jersey (Central Jersey Regional Airpor 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

The partial loss of engine power due to maintenance personnel’s failure to ensure that the ignition harnesses were properly secured and the pilot’s inappropriate pitch control inputs, which resulted in the airplane exceeding its critical angle of attack and subsequently entering an aerodynamic stall.

Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.

What the record shows

Date
May 6, 2023 · about 4:55 pm local time
Place
Hillsborough Township, New Jersey · Central Jersey Regional Airpor · map
Type
Accident
Injuries
1 person had minor injuries.
Weather
visual conditions (good weather)
Aircraft
Mooney Aircraft CORP. M20K NO SERIES, built 1983
Registration
N262MK · no longer on the register · serial 25-0773
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 the first leg of the cross-country flight was uneventful and that the accident occurred during takeoff following an en route stop to add fuel. He reported the takeoff roll was normal; however, during the initial climb the engine began to lose power. Video of the accident showed that the pilot attempted to continue the initial climb in three separate pitch-up attempts. Subsequently, the airplane descended, rolled to the left, and impacted terrain, which resulted in substantial damage to the fuselage and wings. It is likely that the pilot’s repeated attempts to increase the pitch of the airplane following the reported reduction in engine power likely resulted in the airplane likely exceeding its critical angle of attack and a subsequent aerodynamic stall. Postaccident examination of engine found that the Nos. 1 and 5 cylinder top spark plug ignition harnesses were loose to their respective sparkplugs. The No. 3 top spark plug ignition harness was found completely unscrewed, detached, and lying next to the spark plug on top of the cylinder shroud. There were no other anomalies discovered with the engine. Based on this information, it is likely that the reduction in engine power the pilot reported during the takeoff was due to this ignition system anomaly. The airplane had undergone maintenance and had been flown for 1.5 hours since the last inspection. The mechanic who performed that maintenance could not recall servicing any spark plugs, nor did he recall removing any ignition harnesses. Although the mechanic may not have loosened or removed the ignition harness, it is likely that he, or other maintenance personnel performing maintenance tasks at some other point, did not ensure the ignition harnesses were properly tightened before returning the airplane to service.

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

  1. Loss of engine power (partial) during initial climb defining event
  2. Aircraft maintenance event during prior to flight
  3. Aerodynamic stall/spin during initial climb
  4. Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent

The NTSB's findings

  • Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
  • Personnel issues › Task performance › Inspection › Post maintenance inspection › Maintenance personnel
  • Aircraft › Aircraft power plant › Ignition system › Spark plugs/igniters › Inadequate inspection
  • Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Capability exceeded
  • Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Pitch control › Incorrect use/operation

Pilot

  • Certificate: private
  • Ratings: single-engine land; instrument: airplane
  • Flight time: 747 hours in all; 14 in this make and model; 2 in the last 90 days; 2 in the last 30 days; 660 as pilot in command
  • Last flight review: November 5, 2022
  • Medical certificate: Class 3 (with waivers/limitations)
  • Seat: left
  • Injury: minor injuries

The aircraft

  • Airframe total time: 3,569.3 hours
  • Last inspection: annual inspection, July 14, 2022; 1.5 hours since
  • Maximum gross weight: 2,900 lb
  • Seats: 4
  • Landing gear: retractable
  • Engine: Continental TSIO-360-MB4B (piston); 1,962 hours total

The flight

  • Destination: PVG Chesapeake VA
  • Flight plan: VFR
  • Runway 25, 3,507 ft by 50 ft

Weather at the time

  • Light: daylight
  • Wind: from 290° at 7 knots
  • Visibility: 10 statute miles
  • Sky: clear
  • Temperature: 70°F (21°C), dew point 43°F (6°C)
  • Altimeter: 30.20 inHg
  • Observation at 12:53 pm from SMQ, 7 miles away

Weather report (METAR): METAR KSMQ 061653Z AUTO 29007KT 250V350 10SM CLR 21/06 A3020 RMK AO2 SLP228 T02110061=

Injuries

FatalSeriousMinorNone
Flight crew1

Documents from the investigation the NTSB's docket: the evidence folder behind the report

8 documents, released by the NTSB on June 5, 2024. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.

The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.

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.