Mooney M20K accident near Grand Canyon, Arizona, August 2, 1996
On August 2, 1996 at about 5:08 pm local time, a Mooney M20K, registered N4634H, was destroyed in an accident near Grand Canyon, Arizona. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
due to an in-flight loss of control resulting from a probable incapacitation for unknown reasons. The loss of control occurred while the aircraft was being flown in close proximity to a level 6 thunderstorm. The failure of the pilot to obtain current weather information was a factor in this accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 2, 1996 · about 5:08 pm local time
- Place
- Grand Canyon, Arizona · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20K · all M20Ks on the register
- Registration
- N4634H · no longer on the register · serial 25-0472
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was deviating for weather and reported cumulous buildups and electrical discharges with tops at and above his flight level. Radar data showed the aircraft ground track turning north as it began an unannounced descent. The descent continued until radar contact was lost. Witnesses reported seeing the aircraft break out of the overcast, making a series of random turns, climbs, and dives before it collided with the canyon wall. The aircraft collided with the canyon wall near Pima Point. Thunderstorms had developed along the route several hours sooner than forecast. Examination of recorded weather radar data disclosed that a level 6 thunderstorm with tops to 49,000 feet was present at the location and time of the accident. There was no record of the pilot requesting or receiving updated weather information after his final DUATS briefing 4 hours prior to the accident. No evidence of mechanical discrepancies were found during the wreckage examination.
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; instrument: airplane
- Flight time: 1,364 hours in all; 791 in this make and model; 46 in the last 90 days; 16 in the last 30 days; 1,364 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, February 8, 1996
- Maximum gross weight: 2,981 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360-GB (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: TOA Torrance CA at 2:44 pm
- Destination: CBK Colby KS
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 140° at 11 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,800 ft; scat at 3,800 ft
- Temperature: 21°F (-6°C), dew point 12°F (-11°C)
- Altimeter: 30.00 inHg
- Observation at 4:54 pm from GCN, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.