Mooney M20C accident near South Lake Tahoe, California, July 22, 2013
On July 22, 2013 at about 5:45 pm local time, a 1963 Mooney M20C, registered N6709U, was substantially damaged in an accident during initial climb near South Lake Tahoe, California (South Lake Tahoe airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s decision to turn into rising terrain that would have required performance in excess of the airplane’s maximum climb rate to clear after taking off at a high density altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 22, 2013 · about 5:45 pm local time
- Place
- South Lake Tahoe, California · South Lake Tahoe · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20C, built 1963 · all M20Cs on the register
- Registration
- N6709U · no longer on the register · serial 2441
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was departing from a high-altitude airport. After liftoff, about midfield on runway 36, the pilot elected to turn right for a downwind departure. After the right turn, the pilot expressed concern to the passenger that the airplane could not outclimb the rapidly rising terrain. The pilot banked left to avoid a tree near the top of a ridge. The right front seat passenger heard the stall warning horn come on, and the airplane descended into the trees, coming to rest inverted on the forest floor. Based on atmospheric conditions and an airport elevation of 6,269 feet, the calculated density altitude was 9,044 feet. According to the airplane's pilot operating handbook, for those conditions, the pilot could expect about a 330- to 490-feet-per-minute (fpm) rate of climb. The best angle-of-climb airspeed was about 82 mph. To clear the ridge ahead (180 feet above the airport elevation, not including trees), which was within 1/4 mile, the airplane would have to maintain a 981-fpm rate of climb, which was not possible given the density altitude at the time of departure. The Federal Aviation Administration's Airport Facility Directory for the departure airport noted that the airport was surrounded on the east, south, and west by rapidly rising terrain. It further noted that for noise abatement the preferred departure runway was 36 and advised pilots to continue straight out for 1 mile before making turns. A postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
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
- Loss of control in flight during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Climb rate › Capability exceeded
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Attain/maintain not possible
- cause Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High density altitude › Effect on operation
- Environmental issues › Physical environment › Terrain › Mountainous/hilly terrain › Contributed to outcome
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 2,300 hours in all; 50 in this make and model
- Last flight review: February 19, 2012
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 1,473 hours
- Last inspection: annual inspection, September 1, 2012
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O&VO-360 SER (piston); 0 hours total
The flight
- Departed from: KTVL South Lake Tahoe CA at 5:45 pm
- Destination: KPAO Palo Alto CA
- Flight plan: none
Weather at the time
- Light: dusk
- Wind: from 040° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 48°F (9°C)
- Altimeter: 30.01 inHg
- Observation at 4:53 pm from KTVL, 1 miles away
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.