Mooney M20K accident near Chehalis, Washington, July 24, 2008
On July 24, 2008 at about 1:30 am local time, a Mooney M20K, registered N252MX, was substantially damaged in an accident during landing (flare/touchdown) near Chehalis, Washington (Chehalis-Centralia airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to lower the landing gear, resulting in a gear up landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 24, 2008 · about 1:30 am local time
- Place
- Chehalis, Washington · Chehalis-Centralia · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20K · all M20Ks on the register
- Registration
- N252MX · registry record · serial 25-1049
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he was performing a straight in approach to the runway and he reduced power and extended the speed brakes as he descended. He also made several radio calls. When the airplane was about 5 miles from the runway, the pilot performed the pre-landing checklist, which he said includes putting the gear down. He reported that he intentionally left the gear retracted to keep more speed on the approach. When he was 3 miles from the runway, the pilot began a conversation over the radio with another pilot who was departing the airport. He stated that he became distracted by the conversation and did not remember to lower the landing gear. The airplane touched down in the middle of the runway with the gear retracted and sustained structural damage to the fuselage. The pilot reported that there were no preimpact mechanical malfunctions or failures of the airplane.
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
What happened, in order
- Landing gear not configured during landing (flare/touchdown) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Forgotten action/omission › Pilot
- cause Aircraft › Aircraft systems › Landing gear system › (general) › Not used/operated
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 1,610 hours in all; 600 in this make and model; 72 in the last 90 days; 19 in the last 30 days; 1,552 as pilot in command
- Last flight review: September 1, 2006
- Medical certificate: Class 3
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,475.9 hours
- Last inspection: annual inspection, August 1, 2007
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360 (piston); 0 hours total
The flight
- Departed from: KUAO Aurora OR at 1:00 am
- Destination: Chehalis WA
- Flight plan: none
- Runway 34, 5,000 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.