Mooney M20A accident near Apache Junction, Arizona, May 28, 1990
On May 28, 1990 at about 7:42 pm local time, a Mooney M20A, registered N8118E, was substantially damaged in an accident near Apache Junction, Arizona. It was a personal 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
FAILURE OF THE PILOT IN COMMAND TO PROPERLY MANAGE THE AIRCRAFT FUEL QUANTITY GAUGE INDICATION AND FAILURE TO COMPLETE THE PROPER EMERGENCY PROCEDURE BY SWITCHING FUEL TANKS. CONTRIBUTING TO THE ACCIDENT WAS IMPROPER MAINTENANCE PERFORMED BY THE PILOT WHICH DIVERTED HIS ATTENTION FROM THE DIAGNOSIS OF THE PROPER EMERGENCY PROCEDURE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 28, 1990 · about 7:42 pm local time
- Place
- Apache Junction, Arizona
- Type
- Accident
- Injuries
- 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20A · all M20As on the register
- Registration
- N8118E · no longer on the register · serial 1389
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A MOONEY M20 COLLIDED WITH A GRAVEL PIT DURING THE LANDING ROLL AFTER A FORCED LANDING. THE PILOT MADE TWO ATTEMPTS TO COMPLETE THE FLIGHT. THE FIRST ATTEMPT WAS ABORTED DUE TO THE MIXTURE CONTROL CABLE BREAKING. THE PILOT SAFETY WIRED THE CARBURETOR TO THE FULL RICH POSITION. WHEN THE PILOT TOOK OFF THE SECOND TIME HE HAD FUEL TANK SELECTOR SWITCHED TO A FUEL CELL WITH ONLY THIRTY FIVE MINUTES OF FUEL. THE AIRCRAFT IS EQUIPPED WITH A SINGLE FUEL QUANTITY GAUGE WHICH IS SWITCHABLE TO READ THE QUANTITY IN ONLY ONE OF THE FUEL CELLS. THE FUEL QUANTITY GAUGE WAS SWITCHED TO READ THE FUEL QUANTITY OF THE OTHER FUEL CELL, WHICH CONTAINED ABOUT ONE HOUR OF FUEL. AFTER ABOUT THIRTY MINUTES OF FLIGHT THE ENGINE LOST POWER. THE PILOT THOUGHT THE POWER LOSS WAS RELATED TO THE DISCREPANCY WITH THE MIXTURE CONTROL. HE DID NOT ATTEMPT TO SWITCH TANKS. THE PILOT EXECUTED AN OFF AIRPORT LANDING IN ROUGH TERRAIN RESULTING IN SUBSTANTIAL DAMAGE.
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: 1,606 hours in all; 616 in this make and model; 45 in the last 90 days; 9 in the last 30 days; 1,606 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,317 hours
- Last inspection: annual inspection, November 18, 1989; 59 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-AIA (piston); 0 hours total
The flight
- Departed from: P13 Globe AZ at 7:15 pm
- Destination: FFZ Mesa AZ
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 025° at 8 knots
- Visibility: 40 statute miles
- Sky: broken clouds at 10,000 ft; clear
- Temperature: 84°F (29°C), dew point 41°F (5°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.