Mooney M20K accident near Pendleton, Oregon, January 24, 2000
On January 24, 2000 at about 2:53 am local time, a Mooney M20K, registered N251BD, was destroyed in an accident near Pendleton, Oregon. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to adequately remove ice and snow from the airplane. A contributing factor was the pilot's inability to maintain control during climb due to degradation of the airplane's aerodynamic performance.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 24, 2000 · about 2:53 am local time
- Place
- Pendleton, Oregon · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Mooney M20K · all M20Ks on the register
- Registration
- N251BD · registry record · serial 25-0364
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After landing to refuel, the pilot made an inadequate effort to remove airframe ice and snow, which had accumulated while on the ground before departing for his final destination. A witness (refueler) observed that about a half inch of somewhat moist snow had accumulated on the wings of the airplane prior to the time he fueled the airplane, necessitating brushing snow away from the fuel caps. The witness (refueler) stated that after wiping the snow off, there was still a covering of rough ice on the upper surface of the wing. During the fueling, he noticed that none of the ice on the wing had melted (ambient temperature at the time of the accident was minus 1 degree Celsius). The witness (refueler) also reported that after refueling the airplane, he looked at the right wing leading edge and pointed out some rough ice behind the area that the pilot had cleared, both on top and bottom of the wing. The pilot had rubbed his hand over the rough area, commenting that there wasn't enough ice to make any difference, before attempting his takeoff. The airplane crashed within two miles of the airport. The pilot's last radio communication received was that he was 'going down.' Post-crash examination of the engine revealed no evidence of pre-impact malfunction.
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: 3,900 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, September 9, 1999
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360-LB1 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: PDT Pendelton OR at 2:51 am
- Destination: EUG Eugene OR
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 350° at 3 knots
- Visibility: 1 statute miles
- Sky: broken clouds at 700 ft; not recorded
- Temperature: 30°F (-1°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 2:56 am from PDT, 2 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.