Mooney M20D accident near Visalia, California, March 3, 2007
On March 3, 2007 at about 3:45 pm local time, a Mooney M20D, registered N6628U, was substantially damaged in an accident near Visalia, California (Visalia Muni 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 inadequate in-flight fuel system management, which resulted in fuel starvation and a loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 3, 2007 · about 3:45 pm local time
- Place
- Visalia, California · Visalia Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20D · all M20Ds on the register
- Registration
- N6628U · no longer on the register · serial 123
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with a berm during a forced landing in an industrial building construction site following a loss of engine power. The pilot stated that during the preflight inspection he did not check the fuel quantity. He stated that a month prior to the accident the airplane had been "topped off," and then flown about an hour from the right fuel tank. The pilot also said that during the 160 nautical mile accident flight he did not recall switching fuel tanks. About 3 miles north of the destination airport the engine sputtered and lost power. He switched tanks and activated the electric fuel boost pump, the engine restarted momentarily, then sputtered and lost power again. The pilot switched tanks three or four more times to no avail. Post accident inspection of the airplane by the FAA revealed that the right fuel tank was empty and the left tank contained about 6 gallons of 100LL aviation fuel. The fuel line to the carburetor did not contain any fuel. The fuel selector valve was selected to the right tank position. The electric fuel pump was activated and no fuel pressure indication was observed. The fuel selector handle was moved to the left fuel tank position and a fuel pressure indication was observed in the normal operating range.
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: 1,083 hours in all; 320 in this make and model
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,664 hours
- Last inspection: annual inspection, December 1, 2006; 3 hours since
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1D (piston); 0 hours total
The flight
- Departed from: CCR Concord CA at 2:45 pm
- Destination: VIS Visalia CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 090° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 46°F (8°C), dew point 41°F (5°C)
- Altimeter: 30.27 inHg
- Observation at 3:55 pm from VIS, 2 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.
Other NTSB records under N6628U the same tail number, which may have belonged to a different aircraft at the time
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.