Mooney M20E accident near Richmond, Texas, October 8, 2024
On October 8, 2024 at about 5:35 pm local time, a 1969 Mooney M20E, registered N9151V, was substantially damaged in an accident during initial climb near Richmond, Texas (Covey Trails 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 partial separation of a portion of the propeller spinner and its mounting bulkhead along with the upper cowl fairing while in a full-power climb.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 8, 2024 · about 5:35 pm local time
- Place
- Richmond, Texas · Covey Trails Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20E, built 1969 · all M20Es on the register
- Registration
- N9151V · registry record · serial 690031
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had just taken off from a touch-and-go landing when he noticed an odor followed by a loud explosion and the airplane shaking violently. The pilot stated that a total loss of engine power occurred. He executed a 180° turn and made an emergency landing to the departure runway, which resulted in a runway overrun. Postaccident examination of the airplane revealed the fiberglass upper engine cowl fairing and the left vent baffle contacted the propeller spinner and spinner bulkhead. The ensuing rubbing of the cowl and baffle with the spinner components likely created the odor smelled by the pilot. As the failure progressed, the components separated in flight; they were not located after the accident. The inflight separation of these components likely also created the reported loud explosion and violent shaking due to an unbalanced propeller and spinner. The cause of the component failure could not be determined, as the components were missing. The pilot reported a total loss of engine power in flight; however, recorded data indicated the engine continued to operate throughout the forced landing approach. A postaccident engine test run found the engine to be fully functional. It is likely that given the low altitude at the time of the failure, the pilot did not have adequate time to troubleshoot the condition of the engine.
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
- Sys/Comp malf/fail (non-power) during initial climb defining event
- Runway excursion during landing (landing roll)
- Off-field or emergency landing during approach
The NTSB's findings
- Aircraft › Aircraft propeller/rotor › Propeller system › Prop/spinner section › Damaged/degraded
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Surface speed/braking › Capability exceeded
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 373 hours in all; 300 in this make and model; 45 in the last 90 days; 24.4 in the last 30 days; 256 as pilot in command
- Last flight review: March 26, 2024
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Pilot-Rated Passenger
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 3,942.5 hours
- Last inspection: annual inspection, May 17, 2024; 127.8 hours since
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1A (piston); 854 hours total
The flight
- Departed from: KIWS Houston TX at 4:00 pm
- Destination: KIWS Houston TX
- Flight plan: none
- Runway 17, 3,352 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 050° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 52°F (11°C)
- Altimeter: 29.99 inHg
- Observation at 12:35 pm from KTME, 8 miles away
Weather report (METAR): KTME 081735Z AUTO 05005KT 10SM CLR 29/11 A2999 RMK AO2
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on April 1, 2025. 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, 10 pages | View Download |
| 2 | Maintenance Records | PDF, 26 pages | View Download |
| 3 | Photos | PDF, 12 pages | View Download |
| 4 | Wreckage Exam Summary | PDF, 18 pages | View Download |
| 5 | Pilot's Statement | PDF, 2 pages | View Download |
| 6 | Statement of Party Representatives to NTSB Investigation | PDF, 9 pages | View Download |
| 7 | Recorded Flight Data - Specialist's Factual Report | PDF, 14 pages | View Download |
| 8 | Attachment 1 to Recorded Flight Data - Specialist's Factual Report | data file | Download |
| 9 | Attachment 2 to Recorded Flight Data - Specialist's Factual Report | data file | Download |
| 10 | Evidence Control Form | PDF, 2 pages | 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.