Mooney M20R accident near Talihina, Oklahoma, June 28, 2000
On June 28, 2000 at about 1:30 am local time, a Mooney M20R, registered N22166, was substantially damaged in an accident near Talihina, Oklahoma (Talihina 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 partial loss of engine power on takeoff, which resulted from incorrect adjustment of the fuel injector system by maintenance personnel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 28, 2000 · about 1:30 am local time
- Place
- Talihina, Oklahoma · Talihina Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20R · all M20Rs on the register
- Registration
- N22166 · registry record · serial 290225
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During takeoff, the engine started to 'cough' and would not produce enough power to maintain flight. The pilot landed the single-engine airplane on the remaining runway; however, the airplane overran the runway and impacted a ditch and bushes. The pilot reported that a similar engine event occurred a few weeks prior to the accident, and as a result, a mechanic replaced the engine driven fuel pump. An engine test run was conducted after the accident with the second fuel pump installed. No anomalies were noted during the test run. Both the first and second fuel pumps were inspected, leak checked, and flow tested at the engine manufacturer's facility. The first fuel pump did contain an air leak; however, the second fuel pump, which was installed on the engine at the time of the accident, did not display any anomalies that would have prevented its operation on the airplane. The second fuel pump was reinstalled on the engine, and the engine was reinstalled on the airplane. After redelivery of the airplane, the engine lost power during taxi operations. The mechanic removed and replaced the second fuel pump with a third pump and adjusted the fuel injector settings. The second engine driven fuel pump was tested a second time with similar results as the first test. No anomalies have occurred with the engine since the fuel injector adjustment.
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: commercial pilot
- Ratings: single-engine land; single-engine sea
- Flight time: 525 hours in all; 30 in this make and model; 100 in the last 90 days; 35 in the last 30 days; 432 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 44 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 3,368 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-550-G (piston); 0 hours total
The flight
- Departed from: 6F1 at 2:30 am
- Destination: TUL Tulsa OK
- Flight plan: none
- Runway 1, 3,300 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 010° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,900 ft; not recorded
- Temperature: 79°F (26°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 2:53 am from MLC
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.