Mooney M20J accident near Ocala, Florida, October 27, 2003
On October 27, 2003 at about 9:15 pm local time, a Mooney M20J, registered N4103H, was substantially damaged in an accident near Ocala, Florida. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
loss of engine power due to oil starvation for undetermined reasons, resulting in an in-flight collision with a fence during a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 27, 2003 · about 9:15 pm local time
- Place
- Ocala, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20J · all M20Js on the register
- Registration
- N4103H · no longer on the register · serial 24-0618
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot the engine lost oil pressure, and seized, at 2000 feet. The pilot notified ATC and was given a heading to the nearest airport. The pilot reported he could not make to the original airport, and was given a heading to a private airport, 4 to 5 miles closer. The pilot realized he was not going to make to the airport, and elected to land in a pasture. The pilot avoided power lines by flying under them, and while clearing a fence, the tail of the airplane struck the fence, impacted in a field, skidded until impacting another fence, and came to a stop. Examination of the engine revealed a hole in the crankcase near the number 4 cylinder, the number 4 connecting rod partially protruded the hole, and showed signs of heat distress. Internal examination of the engine showed high heat distress due to lack of lubrication. The oil pump was found intact and the oil passages were clear. The source of the loss of lubrication could not be determined.
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: 1,024 hours in all; 500 in this make and model; 22 in the last 90 days; 9 in the last 30 days; 969 as pilot in command
- Last flight review: March 9, 2002
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,600 hours
- Last inspection: annual inspection, July 11, 2003; 20 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A3B6D (piston); 0 hours total
The flight
- Departed from: 1A5 Franklin NC at 6:30 pm
- Destination: ORL Orlando FL
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 270° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 5,000 ft; scat at 3,900 ft
- Temperature: 82°F (28°C), dew point 68°F (20°C)
- Altimeter: 29.79 inHg
- Observation at 9:15 pm from KOCF, 1 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.