Mooney M20L accident near Newberg, Oregon, August 14, 2002
On August 14, 2002 at about 5:00 am local time, a Mooney M20L, registered N1024Z, was substantially damaged in an accident near Newberg, Oregon (Sportsman Airpark airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate flare and his delay in executing an aborted landing. A contributing factor was the dark night conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 14, 2002 · about 5:00 am local time
- Place
- Newberg, Oregon · Sportsman Airpark · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20L · all M20Ls on the register
- Registration
- N1024Z · registry record · serial 26-0041
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the Mooney M20L arrived at his destination under dark night conditions and set up for an approach to runway 17, a 2,745 foot long asphalt runway equipped with low intensity runway lights. The pilot reported turbulent conditions on the base turn and abort the landing. A second approach was terminated in a go-around due to the same circumstances. On the third approach the pilot continued the approach to touchdown reporting that the conditions were slightly more stable. The aircraft landed hard and bounced three times during which the pilot attempted to execute a go-around. The aircraft then settled back to the runway continuing off the upwind end. The aviation surface weather observation taken at the Aurora State airport, located eight nautical miles east of the accident site reported calm winds and a temperature 75 degrees Fahrenheit approximately five minutes before the accident.
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: single-engine land; instrument: airplane
- Flight time: 2,254 hours in all; 330 in this make and model; 71 in the last 90 days; 20 in the last 30 days; 2,045 as pilot in command
- Last flight review: May 18, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 1,614 hours
- Last inspection: annual inspection, June 12, 2002
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIOL-550-A3B (piston); 0 hours total
The flight
- Departed from: SUN Hailey ID at 2:18 am
- Destination: 2S6 Newberg OR
- Flight plan: IFR
- Runway 17, 2,745 ft by 50 ft
Weather at the time
- Light: night, dark
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 68°F (20°C)
- Altimeter: 30.11 inHg
- Observation at 4:55 am from UAO, 8 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.
Other NTSB records under N1024Z the same tail number, which may have belonged to a different aircraft at the time
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.