Mooney M20J accident near Harlan, Kentucky, October 13, 1996
On October 13, 1996 at about 3:15 pm local time, a Mooney M20J, registered N950Z, was substantially damaged in an accident near Harlan, Kentucky (Tucker Guthrie Meml airport). It was a business flight under general aviation rules (Part 91). 2 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's misjudged distance and speed, and his faiure to attain the proper touchdown point during the landing, which resulted in overrun of the runway and an encounter with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 13, 1996 · about 3:15 pm local time
- Place
- Harlan, Kentucky · Tucker Guthrie Meml · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20J · all M20Js on the register
- Registration
- N950Z · no longer on the register · serial 24-1173
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the airplane touched down with excessive airspeed and overran the runway. He stated that on his first approach, he made a go-around as the rising terrain intimidated him. He stated that on his second approach, he decided to increase his airspeed by 10 to 15 knots. The airplane touched down on runway 8, about 2700 feet long, exited the runway, and collided with rising terrain. The airplane was examined after the accident by an FAA inspector. The inspector stated that the examination of the brakes did not disclose evidence of a mechanical malfunction and that there were skid marks approximately 300 feet from the end of the runway. The pilot reported that there was no mechanical malfunction, and the accident could have been prevented if he had maintained a normal airspeed on final approach.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,367 hours in all; 212 in this make and model; 89 in the last 90 days; 29 in the last 30 days; 3,910 as pilot in command; 2,526 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,200 hours
- Last inspection: annual inspection, November 30, 1995; 100 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A3B6D (piston); 0 hours total
The flight
- Departed from: EZF Fredericksburg VA at 1:30 pm
- Destination: I35 KY
- Flight plan: IFR
- Runway 8, 2,700 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 4:17 pm from 1A6, 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.