Mooney 20J accident near New Milford, Connecticut, December 17, 1999
On December 17, 1999 at about 8:00 pm local time, a Mooney 20J, registered N43TP, was substantially damaged in an accident near New Milford, Connecticut. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Failure of 3 of the 4 connecting rods for an undetermined reason.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 17, 1999 · about 8:00 pm local time
- Place
- New Milford, Connecticut
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney 20J
- Registration
- N43TP · registry record · serial 24-1104
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane experienced a propeller strike, and the engine was sent for a teardown inspection. The engine was reinstalled and then run for 0.4 hours. The pilot conducted a preflight, started the engine, and taxiing to the runway. A run-up check was completed, and no abnormalities were identified. The takeoff was uneventful, and the pilot executed closed traffic to a touch-and-go. Afterwards, he departed the traffic pattern, and climbed to 3,000 feet msl. The pilot configured the airplane for cruise flight. After approximately 30 minutes, the pilot proceeded back to the airport. While en route, he heard a loud 'bang,' and white smoke filled the cockpit. Unable to restart the engine the pilot executed a forced landing to a field. A teardown of the engine was preformed. The crankshaft nose seal was partially dislodged. The number 1 connecting rod was still attached. The number 2, 3, and 4 connecting rods had separated from the crankshaft. Damage to the connecting rod bearings was consistent with insufficient lubrication and high temperatures. No engine-oil-system pre-impact failures were identified.
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
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane; rotorcraft: helicopter
- Flight time: 2,117 hours in all; 1,574 in this make and model; 17 in the last 90 days; 3 in the last 30 days; 1,928 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,597 hours
- Last inspection: annual inspection, December 17, 1999; 1 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: DXR Danbury CT at 7:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 39°F (4°C), dew point 16°F (-9°C)
- Altimeter: 30.00 inHg
- Observation at 7:53 pm from DXR, 20 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.