Mooney M20K accident near Weston, West Virginia, September 21, 1992
On September 21, 1992, a Mooney M20K, registered N99693, was destroyed in an accident near Weston, West Virginia (Louis Bennett Field). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
TOTAL LOSS OF ENGINE POWER DUE TO THE INADEQUATE TORQUE OF THE NO. 1 CYLINDER ATTACH BOLTS AND STUDS, FATIQUE FAILURE OF THE BOLTS/STUDS, AND SEPARATION OF THE NO. 1 CYLINDER. FACTORS RELATED TO THE ACCIDENT WERE: DARKNESS AND HILLY TERRAIN, WHICH WERE UNSUITABLE FOR A FORCED LANDING.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 21, 1992
- Place
- Weston, West Virginia · Louis Bennett Field · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20K · all M20Ks on the register
- Registration
- N99693 · registry record · serial 25-0548
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER BEING ALERTED TO AN OIL STREAK ALONG THE SIDE OF THE AIRPLANE, THE PILOT CHECKED THE OIL AND THEN DEPARTED ON A NIGHT FLIGHT OVER HILLY TERRAIN. WHILE IN CRUISE FLIGHT, THE PILOT REPORTED 'MOTOR TROUBLES' TO APPROACH CONTROL AND RECEIVED VECTORS TO THE CLOSEST AIRPORT. THIS AIRPORT HAD NO RUNWAY LIGHTING. THE PILOT WAS ABLE TO MAINTAIN PARTIAL POWER FOR ABOUT 14 MINUTES. DURING THIS TIME, THE ATC CONTROLER WAS UNSUCCESSFUL IN ATTEMPTS TO TURN ON THE RUNWAY LIGHTS AT THE CLOSEST AIRPORT, AND WAS UNAWARE THE LIGHTS WERE OUT OF SERVICE. THE PILOT THEN REPORTED 'ITS DEAD' AS HE APPROACHED THE AIRPORT. HE WAS UNABLE TO LAND AT THE UNLIT AIRPORT, DESPITE GUIDANCE FROM ATC AND ANOTHER AIRPLANE WHICH WAS IN THE VICINITY. THE AIRPLANE IMPACTED TERRAIN AND WAS DESTROYED. AN EXAM OF THE ENGINE REVEALED THE NO. 1 CYLINDER HAD SEPARATED FROM THE ENGINE CRANKCASE IN FLIGHT. A METALLURGICAL EXAM REVEALED EVIDENCE OF FRETTING DAMAGE ON THE ATTACHMENT FLANGE AND FATIGUE FAILURE OF THE ATTACHING THROUGH BOLTS AND HOLD DOWN STUDS.
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: 1,200 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,500 hours
- Last inspection: annual inspection, February 25, 1992
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-360-GB3 (piston); 0 hours total
The flight
- Departed from: CRW Charleston WV at 11:30 pm
- Destination: MGW Morgantown WV
- Flight plan: none
- Runway 0, 3,195 ft by 50 ft
Weather at the time
- Light: night, dark
- Visibility: 12 statute miles
- Sky: broken clouds at 20,000 ft; scat at 3,000 ft
- Temperature: 72°F (22°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 11:45 pm from CKB, 17 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number BFO92FA152.