Mooney M20K accident near Rixford, Pennsylvania, November 26, 2000
On November 26, 2000 at about 4:20 pm local time, a Mooney M20K, registered N252MW, was destroyed in an accident near Rixford, Pennsylvania (Bradford Regional Airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's loss of control of the airplane while maneuvering. Factors included low ceilings and the pilot's lack of instrument flight experience.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 26, 2000 · about 4:20 pm local time
- Place
- Rixford, Pennsylvania · Bradford Regional Airport · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Mooney M20K · all M20Ks on the register
- Registration
- N252MW · no longer on the register · serial 25-1096
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot received clearance for an IFR departure. Three minutes later, in IMC conditions, the pilot transmitted that he wanted vectors back to the airport. He later stated that he had an engine emergency, but did not reveal its nature. The controller advised him that he did not have radar contact and asked the pilot for his position, but the pilot did not respond. About a minute later, the pilot of an airplane on the ground reported that he had seen the accident airplane on TCAS, and that it appeared to be on a short final for runway 32. Shortly thereafter, the accident pilot transmitted, "can you see the field or the runway? i'm trying to get down." The airplane flew over the airport from south to north, made a 180-degree turn, and flew over it from north to south. The bottom of the airplane became briefly visible to a witness on the ground. About 8 minutes after departure, radar contact was established at 3,500 feet, and the pilot was asked if he had just made a missed approach. The pilot responded, no sir, unable. i'm trying to get the engine here to [unintelligible]." During the next 17 minutes, the controller gave the pilot numerous headings and no-gyro turns for an ILS approach, but the pilot had difficulty in complying with them. The airplane's altitude during the last part of the flight generally ranged between 4,500 feet and 3,800 feet. The airplane was equipped with an autopilot. The wreckage site was in rising mountainous terrain about 10 miles northeast the airport, about 2,120 feet msl. The airport elevation was 2,143 feet msl. Accident site tree strikes descended in a straight line at an 8-degree angle, and were consistent with an approximately wings-level attitude. The engine had been overhauled after a propeller strike by the pilot, and he subsequently complained of "surging". When the airplane flew over the airport from north to south, the propeller sounded like it was "cycling". Previously, leaning the engine had eliminated the surging. One propeller blade showed no leading edge damage, while the other exhibited leading edge gouging, chordwise scoring, and minor "s-bending." The spark plug electrodes were gray in color. The interior walls of the vacuum pump housing exhibited rotational scoring. Engine disassembly revealed no mechanical malfunctions, and total flight duration was about 25 minutes. The pilot received his instrument rating 10 days before the accident flight. Weather at the departure airport included an overcast cloud layer at 200 feet, visibility 5 statute miles in light rain and mist, and cloud tops at 5,700 feet.
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: 200 hours in all; 115 in this make and model; 15 in the last 30 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,700 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360-GB (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: BFD Mount Alton PA at 3:55 pm
- Destination: CRW Charleston WV
- Flight plan: IFR
- Runway 14, 6,499 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 4 knots
- Visibility: 5 statute miles
- Sky: overcast at 200 ft; not recorded
- Temperature: 104°F (40°C), dew point 104°F (40°C)
- Altimeter: 29.00 inHg
- Observation at 3:53 pm from BFD, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.