Mooney M20J accident near Leadville, Colorado, July 6, 2003
On July 6, 2003 at about 6:35 pm local time, a Mooney M20J, registered N37JK, was substantially damaged in an accident near Leadville, Colorado (Lake County airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate compensation for wind conditions and his failure to attain adequate airspeed resulting in an inadvertent stall/mush. Contributing factors were the wind shear, runway light, fence post, and unsuitable terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 6, 2003 · about 6:35 pm local time
- Place
- Leadville, Colorado · Lake County · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20J · all M20Js on the register
- Registration
- N37JK · registry record · serial 24-0836
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot took off and allowed the airplane to accelerate in ground effect to normal climb speed. When he initiated the climb, airspeed dropped 20 to 25 knots and the airplane settled back onto the runway. The airplane went off the end of the runway, struck a runway light and fence post, and traveled about 1,100 feet before coming to a halt. The empennage separated from the airplane when it collided with terrain. The pilot said the wind was from 160 to 200 degrees at 12 knots with gusts to 16 knots. At 1256, the recorded METAR (routine aviation weather report) at Leadville was as follows: Wind variable at 3 knots; visibility, 10 statute miles; few clouds, 11,000 feet; temperature, 21 degrees Celsius; dew point, minus 7 degrees Celsius; altimeter, 30.35 inches of mercury; peak wind, 180 degrees at 35 knots; rain began at 1235, and ended at 1246; sea level pressure, 1009.0 millibars.
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: airline transport pilot, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 28,197 hours in all; 300 in this make and model; 117 in the last 90 days; 27 in the last 30 days; 23,141 as pilot in command; 1,829 on instruments
- Last flight review: March 11, 2003
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,006 hours
- Last inspection: annual inspection, August 6, 2002; 58 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A3B6D (piston); 0 hours total
The flight
- Departed from: LXV Leadville CO at 6:35 pm
- Destination: SEZ Sedona AZ
- Flight plan: IFR
- Runway 16, 6,400 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: at 3 knots, gusting 35
- Visibility: 10 statute miles
- Sky: a few clouds at 11,000 ft
- Temperature: 70°F (21°C), dew point 19°F (-7°C)
- Altimeter: 30.35 inHg
- Observation at 6:56 pm from LXV, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.