Mooney M20B accident near Marana, Arizona, November 11, 2010
On November 11, 2010 at about 5:35 pm local time, a Mooney M20B, registered CGFRP, was substantially damaged in an accident during landing (landing roll) near Marana, Arizona (Marana Regional Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot did not secure the manual landing gear operating handle, which resulted in the landing gear collapse during the landing roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 11, 2010 · about 5:35 pm local time
- Place
- Marana, Arizona · Marana Regional Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20B · all M20Bs on the register
- Registration
- CGFRP · no longer on the register · serial 1798
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that he completed the landing checklist, which included putting the landing gear down, while on the downwind leg for landing and that he made a final check of the landing gear handle, mixture, and propeller controls while on final approach. The approach and touchdown were normal, but, during the landing roll, the airplane came to a sudden stop on its belly. Postaccident examination revealed that the Johnson bar operating handle for the manual landing gear system was not in the fully locked position. Therefore, the landing gear was down but not locked into position during touchdown, and it subsequently collapsed during the landing roll.
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
- Landing gear collapse during landing (landing roll) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Incorrect use/operation
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 911 hours in all; 56 in this make and model; 30 in the last 90 days; 17 in the last 30 days; 858 as pilot in command
- Last flight review: May 16, 2010
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,191 hours
- Last inspection: 100-hour inspection, May 10, 2010
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1D (piston); 0 hours total
The flight
- Departed from: A39 Maricopa AZ at 4:15 pm
- Destination: AVQ Marana AZ
- Flight plan: none
- Runway 12, 6,901 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 18°F (-8°C)
- Altimeter: 30.09 inHg
- Observation at 4:45 pm from KRYN
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.