Mooney M20F accident near Upland, California, November 19, 1998
On November 19, 1998 at about 10:50 pm local time, a Mooney M20F, registered N3500X, was destroyed in an accident near Upland, California (Cable airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of engine power due to water contaminated fuel and the pilot's inadequate preflight inspection of the airplane. A factor was the failure of the owner/pilot to properly maintain the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 19, 1998 · about 10:50 pm local time
- Place
- Upland, California · Cable · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20F · all M20Fs on the register
- Registration
- N3500X · registry record · serial M20F
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the initial climb after takeoff, the engine began to sputter. The pilot leveled the airplane and the engine ran smoothly. Subsequently, the engine quit while on a downwind leg. According to witnesses, it had rained during the two weeks prior to the accident and the airplane had sat outside in transient parking. One witness stated he had witnessed an inspection of the O-ring seals on the fuel caps and they showed evidence of deterioration. Witnesses further reported that on the day of the accident, the aircraft had not been refueled. During the engine run-up prior to takeoff, the engine sputtered and quit. After the accident, recovery personnel removed 1.5 cups of water from the left wing and 2 tablespoons of water from the right wing. They further stated that each wing had 17 gallons of fuel. Examination of the fuel system revealed deteriorated O-ring seals on the fuel caps, and rusted filler ports on the wings. A liquid substance was removed from the fuel injection servo and the engine driven fuel pump fuel line. The liquid substance tested positively for water with water finding paste. The fuel flow divider was disassembled and showed no evidence of damage; however, it was noted that there was water on the fuel side of the diaphragm. No further discrepancies were noted with the engine.
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: 2,940 hours in all; 1,351 in this make and model; 23 in the last 90 days; 4 in the last 30 days; 2,816 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, October 8, 1997
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1A (piston); 0 hours total
The flight
- Departed from: CCB at 10:50 pm
- Destination: VGT North Las Vegas NV
- Flight plan: none
- Runway 6, 3,865 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 20,000 ft
- Temperature: 73°F (23°C), dew point 19°F (-7°C)
- Altimeter: 30.00 inHg
- Observation at 10:53 pm from ONT, 15 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.