Mooney M20K accident near Port Sulphur, Louisiana, October 6, 2002
On October 6, 2002 at about 1:20 pm local time, a Mooney M20K, registered N231QL, was substantially damaged in an accident near Port Sulphur, Louisiana (Birdwin airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain directional control while landing, which resulted in an in-flight collision with trees during an attempted go-around. A factor was the wet runway condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 6, 2002 · about 1:20 pm local time
- Place
- Port Sulphur, Louisiana · Birdwin · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20K · all M20Ks on the register
- Registration
- N231QL · no longer on the register · serial 25-0361
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot over flew the grass runway and observed that the runway was wet; however, there were no hazards or standing water. The grass on the runway was approximately 8-10 inches high. He then made a second approach to the runway for a full-stop landing. He stated that the approach was a "standard short field approach," and that he flew the approach at 80 mph instead of the standard 90 mph. The airplane touched down, and the pilot began braking; however, the airplane did not slow down. The pilot then applied maximum braking and the airplane started to skid. The pilot abandoned the landing at midfield and applied full power to initiate a go-around. He stated that the airplane had "little or no directional control." During the initial climb the airplane "fishtailed and went to the left." As the pilot was attempting to maneuver the airplane back toward the runway centerline, approximately 15 feet agl, the left wing contacted a tree limb. Subsequently, the airplane pivoted to the left and collided with an embankment coming to rest upright.
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
- Flight time: 2,000 hours in all; 1,700 in this make and model
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming TSIO-360-GB (piston); 0 hours total
The flight
- Departed from: JAN Jackson MS at 12:20 pm
- Destination: 7LA1 Port Sulphur LA
- Flight plan: none
- Runway 03, 2,200 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: a few clouds at 2,500 ft
- Temperature: 81°F (27°C), dew point 72°F (22°C)
- Altimeter: 30.10 inHg
- Observation at 1:53 pm from MSY, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.