Mooney M20E accident near Stillwater, Oklahoma, June 18, 2022
On June 18, 2022 at about 2:45 pm local time, a 1965 Mooney M20E, registered N5895Q, was substantially damaged in an accident during enroute (cruise) near Stillwater, Oklahoma. 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 inadequate maintenance and inspection of the engine induction air coupling, which impeded airflow to the engine and resulted in the subsequent partial loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 18, 2022 · about 2:45 pm local time
- Place
- Stillwater, Oklahoma · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20E, built 1965 · all M20Es on the register
- Registration
- N5895Q · no longer on the register · serial 812
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, during cruise flight, the engine lost partial power, which necessitated an emergency landing on a highway. During the landing, the airplane impacted a road barrier, which resulted in substantial damage to the left wing. During a postaccident examination, the induction air coupling was found wrapped in gray tape. When the tape was removed, separations were visible on the top and bottom at the flange on the inboard side. The top and bottom separations likely reduced the rigidity of the coupling when the engine was operating. Examination of the inside of the coupling showed that the lower portion appeared to be permanently deformed in a manner similar to compression. Therefore, because of the reduction in the coupling’s rigidity, the coupling had likely closed due to suction from the engine, which impeded airflow. Tape should not have been applied as a fix for the induction coupling separations. The investigation could not determine when the coupling separations appeared or the tape was applied, but those events had likely caused the permanent deformation to the coupling. The airframe and powerplant mechanic, who performed annual inspections for the airplane during the 3 years before the accident. should not have allowed the airplane to return to service with the tape applied and the coupling deformed.
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 engine power (partial) during enroute (cruise) defining event
- Collision during takeoff/land during landing (flare/touchdown)
The NTSB's findings
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Maintenance personnel
- Personnel issues › Task performance › Maintenance › Scheduled/routine maintenance › Maintenance personnel
- Personnel issues › Task performance › Inspection › Scheduled/routine inspection › Maintenance personnel
- Aircraft › Aircraft systems › (general) › (general) › Inadequate inspection
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 22,545 hours in all; 21 in this make and model; 234 in the last 90 days; 78 in the last 30 days; 8,278 as pilot in command; 1,551 on instruments
- Last flight review: November 11, 2021
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,488 hours
- Last inspection: annual inspection, June 11, 2021; 54 hours since
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO360A1A (piston); 549 hours total
The flight
- Departed from: KSRE Seminole OK at 2:15 pm
- Destination: 1K1 Benton KS
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 73°F (23°C)
- Altimeter: 30.08 inHg
- Observation at 8:53 am from KSWO, 6 miles away
Weather report (METAR): KSWO 181353Z 15003KT 10SM CLR 29/23 A3008 RMK AO2 SLP169 T02890228 $
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on September 14, 2023. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Examination Summary | PDF, 6 pages | View Download |
| 3 | Airframe Logbook | PDF, 6 pages | View Download |
| 4 | Engine Logbook | PDF, 5 pages | View Download |
| 5 | Pilot's Statement | PDF, 1 page | View Download |
| 6 | Mfr Mechanic Contact | PDF, 1 page | View Download |
| 7 | Photos | PDF, 2 pages | View Download |
| 8 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.