Mooney M20C accident near Lawrenceburg, Tennessee, August 30, 2008
On August 30, 2008 at about 4:25 pm local time, a Mooney M20C, registered N6480U, was substantially damaged in an accident during maneuvering near Lawrenceburg, Tennessee. It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 30, 2008 · about 4:25 pm local time
- Place
- Lawrenceburg, Tennessee · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20C · all M20Cs on the register
- Registration
- N6480U · no longer on the register · serial 2383
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While approaching the destination airport at the conclusion of a cross country flight, the pilot contacted the fixed based operator via radio and advised that he was approaching the runway. Witnesses observed the airplane maneuvering in the vicinity of the airport, before the engine lost power. The airplane impacted trees and terrain about 1/2-mile northwest of the approach end of the runway. Examination of the wreckage revealed that only trace amounts of fuel remained in both fuel tanks, and within the carburetor float bowl. Fuel staining was observed along the underside of the airplane; however, the origin of the fuel stains could not be determined. No evidence of any other pre-impact mechanical malfunctions or failures were observed. The quantity of fuel onboard the airplane at the time of the departure 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
What happened, in order
- Fuel exhaustion during maneuvering
- Loss of engine power (total) during maneuvering defining event
- Collision with terrain or object (not controlled flight into terrain) during maneuvering
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 342 hours in all; 33 in this make and model; 19 in the last 90 days; 3 in the last 30 days; 273 as pilot in command
- Last flight review: June 11, 1984
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 2,514 hours
- Last inspection: annual inspection, May 29, 2009; 24 hours since
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming Engines O-360 (piston); 0 hours total
The flight
- Departed from: 3I2 Point Pleasant WV
- Destination: 2M2 Lawrenceburg TN
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 68°F (20°C)
- Altimeter: 30.04 inHg
- Observation at 4:53 pm from MSL, 34 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.