Mooney M20E accident near Purdy, Washington, August 2, 1996
On August 2, 1996 at about 8:19 am local time, a Mooney M20E, registered N9360M, was destroyed in an accident near Purdy, Washington. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was conditions the NTSB did not record.
The NTSB's probable cause their words, unchanged
The noninstrument-rated pilot's continuation of VFR flight into instrument meteorological conditions which led to pilot spatial disorientation and loss of control of the aircraft. Factors were: pilot self-induced pressure, night conditions, low ceilings, and the pilot's lack of total instrument time.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 2, 1996 · about 8:19 am local time
- Place
- Purdy, Washington · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- conditions the NTSB did not record
- Aircraft
- Mooney M20E · all M20Es on the register
- Registration
- N9360M · no longer on the register · serial 1292
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The noninstrument-rated pilot wanted to return home to manage a bowling tournament. Since marginal visual flight rules (VFR) conditions were forecast for the following day, the pilot decided to leave that evening. After takeoff, flight service informed the pilot that weather conditions were deteriorating on the flight's planned route, but the pilot replied he would continue toward his destination. The aircraft subsequently passed east of Bremerton (which was reporting a 600-foot overcast ceiling) at 2,900 to 3,000 feet. Two minutes later, the aircraft entered a descending left turn to the east. In this turn, the aircraft's speed increased above never-exceed speed and its descent rate increased to 2,400 feet per minute before it disappeared from radar. Four seconds later, the pilot called air traffic control (ATC) for help, but no further transmissions were received. The aircraft crashed 1/2 mile northeast of the last radar position. Witnesses reported that the aircraft impacted in about a 45-degree descent angle, that the engine sounded normal, and that there was low cloud cover in the area.
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
- Flight time: 124 hours in all; 47 in this make and model; 23 in the last 90 days; 10 in the last 30 days; 64 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: annual inspection, September 5, 1995
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: FHR Friday Harbor WA at 7:40 am
- Destination: MFR Medford OR
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 210° at 4 knots
- Visibility: 10 statute miles
- Sky: overcast at 600 ft; not recorded
- Temperature: 55°F (13°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 8:16 am from PWT, 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.
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.