Mooney M20E accident near Lakeport, California, August 20, 1999
On August 20, 1999 at about 10:10 pm local time, a Mooney M20E, registered N6022Q, was substantially damaged in an accident near Lakeport, California (Lampson Field). It was a flight of an unrecorded kind under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of engine shop maintenance personnel to tighten the fuel line fitting during assembly of the engine, and failure of the installing maintenance personnel to detect and tighten the loose fitting during the engine installation and annual inspection.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 20, 1999 · about 10:10 pm local time
- Place
- Lakeport, California · Lampson Field · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20E · all M20Es on the register
- Registration
- N6022Q · registry record · serial 870
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane's engine lost power during takeoff climb out on a post maintenance check flight, which was performed following repair of damage caused by a gear-up landing. Among other repairs, the engine had been removed, inspected, and reinstalled. The pilot reported that soon after takeoff, while passing the departure end of the runway, the engine started losing power and running rough. He started a turn, intending to land downwind on the departure runway using the partial engine power available. During the turn the engine ceased producing power completely. Because of low airspeed and altitude, the pilot was unable to glide the aircraft to the runway and crashed in a vineyard. An FAA inspector examined the engine and reported there was a loose B-nut on a fuel injection system hose where the hose attached to the fuel divider on top of the engine. When the electric fuel pump was turned on fuel sprayed from the loose B-nut. The inspector reported that the B-nut required about one turn in the tightening direction to reach the snug position. No other discrepancies were noted. The engine was installed on a test stand and run. With the B-nut tight, the engine was started and ran smoothly. The engine was accelerated to full power and smoothly produced about 2,700 rpm. After about 5 minutes at full throttle, the B-nut was loosened. After 1/8 of a turn fuel came out of the hose end. After 1/4 turn the engine began to run rough and between 1/4 and 1/2 turn the engine abruptly stopped.
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: commercial pilot, private
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 10,035 hours in all; 25 in the last 90 days; 10 in the last 30 days; 10,035 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,743 hours
- Last inspection: annual inspection, August 20, 1999; 1 hours since
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1A (piston); 0 hours total
- Operator: Lake Aero Styling & Repair
The flight
- Departed from: 1O2 at 10:10 pm
- Flight plan: none
- Runway 28, 3,600 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 30 statute miles
- Sky: scat at 4,000 ft
- Temperature: 93°F (34°C), dew point 52°F (11°C)
- Altimeter: 29.00 inHg
- Observation at 9:48 pm from UKI, 17 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.