Mooney M20F accident near Grapeland, Texas, March 30, 2002
On March 30, 2002 at about 9:25 pm local time, a Mooney M20F, registered N9530M, was substantially damaged in an accident near Grapeland, Texas. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to the #2 connecting rod cap separating from the connecting rod. A contributing factor was the limited forward visibility due to oil on the windscreen.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 30, 2002 · about 9:25 pm local time
- Place
- Grapeland, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20F · all M20Fs on the register
- Registration
- N9530M · no longer on the register · serial 670107
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Approximately 25 minutes after departure, while in cruise flight at 1,500 feet msl a sudden vibration shook the airplane. The pilot scanned the engine instruments and everything "appeared to be normal." Subsequently, oil covered the windscreen, which severely limited forward visibility. The pilot initiated a forced landing to a grass field with the landing gear in the retracted position. During the landing, the airplane bounced, and the left wing "skimmed" across the top of a metal cattle feeder before impacting the ground, and the airplane spun around approximately 450 degrees before coming to rest upright. Examination of the engine revealed two holes on the top and bottom of the engine case between the #1 and #2 cylinders. The #2 connecting rod was found sticking out of the top hole and was not attached to the crankshaft. The #2 connecting rod cap was found separated from the connecting rod. The #2 connecting rod cap attachment bolts, nut, and both bearings were missing and not located. The other attachment bolt was found lodged inside the crankcase next to the #3 cylinder opening. The camshaft exhibited impact damage and was fractured in half at the point where the #2 connecting rod was found positioned. Review of the maintenance records revealed the engine had accumulated 997.75 hours since major overhaul at the time of the last annual inspection. Further review indicated that the last entry in the engine logbook was an oil change, with 1097.4 hours since major overhaul.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,190 hours in all; 992 in this make and model; 14 in the last 90 days; 13 in the last 30 days; 1,096 as pilot in command
- Last flight review: November 3, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,756 hours
- Last inspection: annual inspection, April 21, 2001; 108 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1A (piston); 0 hours total
The flight
- Departed from: 00R Livingston TX at 9:00 pm
- Destination: ADS Addison TX
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,500 ft
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.