Mooney M20K accident near Danbury, Connecticut, June 7, 1996
On June 7, 1996 at about 6:00 pm local time, a Mooney M20K, registered N11637, was destroyed in an accident near Danbury, Connecticut (Danbury airport). It was a personal 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 safety pilot's raising of the flaps, while the airplane was at an inadequate airspeed during the aborted landing, which resulted in a stall, uncontrolled descent, and subsequent collision with parked airplanes.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 7, 1996 · about 6:00 pm local time
- Place
- Danbury, Connecticut · Danbury
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20K · all M20Ks on the register
- Registration
- N11637 · no longer on the register · serial 25-0675
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was returning from an instrument proficiency flight with a certificated flight instructor acting as the safety pilot. During the landing, the airplane bounced three times, and the pilot added full power to perform a go-around. The safety pilot stated that during the go-around 'In a panic to gain altitude, I raised the flaps, since the indicator was indicating full flaps. . . . The aircraft lost altitude, crashing into five aircraft which were parked on the ground.' Examination of the airplane did not disclose evidence of a malfunction, nor did either pilot report any. The FAA Flight Training Handbook stated for go-arounds (rejected landings), 'Depending on the airplane's altitude and airspeed, it may be wise to retract the flaps intermittently in small increments to allow time for the airplane to accelerate progressively as they are being raised. A sudden and complete retraction of the flaps at a very low airspeed could cause a loss of lift resulting the airplane settling into the ground.'
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: 443 hours in all; 43 in this make and model; 9 in the last 90 days; 4 in the last 30 days; 361 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,569 hours
- Last inspection: annual inspection, July 1, 1995
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360-LB1B (piston); 0 hours total
The flight
- Departed from: DXR at 4:00 pm
- Destination: DXR
- Flight plan: none
- Runway 17, 3,135 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 220° at 11 knots
- Visibility: 10 statute miles
- Sky: scat at 15,000 ft
- Temperature: 79°F (26°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 6:03 pm from DXR
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.