Mooney M20C accident near Fort Lauderdale, Florida, August 7, 2001
On August 7, 2001 at about 7:52 pm local time, a Mooney M20C, registered N78933, was substantially damaged in an accident near Fort Lauderdale, Florida. It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the mechanic who installed the carburetor after overhaul to safety the throttle linkage at the carburetor per an Airworthiness Directive resulting in separation of the throttle linkage and subsequent partial loss of engine power. Contributing to the accident was the unsuitable terrain encountered by the pilot-in-command during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 7, 2001 · about 7:52 pm local time
- Place
- Fort Lauderdale, Florida · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20C · all M20Cs on the register
- Registration
- N78933 · no longer on the register · serial 1967
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The certified flight instructor flew into Fort Lauderdale to go to a pilot shop. After doing so, a limited preflight, and an engine run-up before takeoff were performed; no discrepancies noted. An intersection takeoff was performed and when no usable runway remained for landing, the landing gear was retracted. The left seat pilot turned off the auxiliary fuel pump and the engine experienced the initial loss of power. The CFI took control of the airplane and visually verified the positions of the magneto switch, master switch, and fuel pump. The fuel pump was turned on, and the throttle, mixture, and propeller controls were pushed forward; the manifold pressure indicated 17 or 18 inHg. The throttle was pumped, and the mixture control was leaned, with no effect. The CFI later reported that he felt, "minimal resistance", when pumping the throttle. He advised the tower of the loss of engine power and maneuvered the airplane gear-up for a forced landing on a roadway. He noted that the manifold pressure was indicating 15 inHg, and he reduced throttle before landing on the road later reporting, "Nothing changed." The airplane lightly contacted soft material on the roof of a car; no structural damage to the car was noted. A full stall landing was performed and while sliding on the ground, the right wingtip collided with the rear bumper of a bus; no structural damage to the bus was noted. Examination of the airplane revealed the throttle lever with attached throttle cable was separated from the carburetor; no evidence of safety wire was present in the hole of the securing screw of the throttle lever, on the lever, or on the throttle stop. Using the airplanes fuel system, the engine was started and operated; no discrepancies were noted. Airworthiness directive 72-06-05 Revision 2, with an effective date of July 3, 1986, indicates in part to safety wire the throttle arm and clamping screw to the throttle stop; it was signed off as being accomplished on January 10, 2000. The method of compliance was listed as, "[complied with] at [overhaul]." The carburetor was signed off as being overhauled on February 21, 2000. Calculations indicate that the propeller rpm at touchdown was 1,566.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,312 hours in all; 95 in this make and model; 77 in the last 90 days; 13 in the last 30 days; 2,258 as pilot in command; 1,342 on instruments
- Last flight review: August 3, 1999
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: minor injuries
Dual student
- Certificate: commercial pilot, private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 543 hours in all; 64 in this make and model; 30 in the last 90 days; 11 in the last 30 days; 445 as pilot in command
- Last flight review: July 28, 2000
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,856 hours
- Last inspection: annual inspection, April 9, 2001; 37 hours since
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1D (piston); 0 hours total
The flight
- Departed from: KFXE Fort Lauderdale FL at 7:49 pm
- Destination: F45 West Palm Beach FL
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 070° at 10 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft; scat at 3,000 ft
- Temperature: 88°F (31°C), dew point 72°F (22°C)
- Altimeter: 30.13 inHg
- Observation at 7:50 pm from KFXE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.