Mooney M20 accident near Sierraville, California, September 2, 2002
On September 2, 2002 at about 10:00 pm local time, a Mooney M20, registered N881B, was substantially damaged in an accident near Sierraville, California (Sierraville airport). 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 pilot's decision to attempt takeoff in crosswind conditions that likely exceeded the capability of the airplane, and, his subsequent failure to maintain the airplane's proper alignment over the runway. Also causal was the pilot's premature liftoff and subsequent failure to attain sufficient airspeed for the ambient conditions, which resulted in a stall mush. The crosswind and high density altitude were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 2, 2002 · about 10:00 pm local time
- Place
- Sierraville, California · Sierraville · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20 · all M20s on the register
- Registration
- N881B · no longer on the register · serial 1044
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane veered off the runway during takeoff from runway 21, became airborne, then impacted the ground, sheering off the left main landing gear. The pilot said that no weather briefing was obtained prior to the flight, and the windsock at the airport was missing. He estimated the winds crossing runway 21 were from 260 degrees to 270 degrees, gusting over 10 knots. The pilot said that just as he was lifting off the ground, the airplane stalled and he lowered the nose. The wind blew the airplane off the side of the runway and he applied rudder and aileron to correct back over the runway; however, the wind continued to push the airplane to the side toward an embankment. He retarded the throttle as the airplane settled to the ground. The density altitude was computed at 7,400 feet at the time of the accident. Review of the airplane's FAA approved flight manual disclosed that the maximum factory demonstrated crosswind performance capability is 11 knots for a takeoff configuration.
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: 485 hours in all; 220 in this make and model; 22 in the last 90 days; 5 in the last 30 days; 394 as pilot in command
- Last flight review: March 13, 2001
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,874 hours
- Last inspection: annual inspection, December 18, 2001; 96 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-320-A3A (piston); 0 hours total
The flight
- Departed from: 079 Sierraville CA at 10:00 pm
- Destination: O60 Cloverdale CA
- Flight plan: none
- Runway 21, 3,200 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 9 knots
- Visibility: 30 statute miles
- Sky: a few clouds at 4,000 ft
- Temperature: 84°F (29°C), dew point 30°F (-1°C)
- Altimeter: 30.14 inHg
- Observation at 9:55 pm from TRK, 19 miles away
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.