Mooney M20E accident near Santa Rosa, New Mexico, November 5, 2004
On November 5, 2004 at about 9:30 pm local time, a Mooney M20E, registered N2695W, was substantially damaged in an accident near Santa Rosa, New Mexico (Off Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Inadequate maintenance inspection which failed to detect the separation of the right P-lead, resulting in a 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
- November 5, 2004 · about 9:30 pm local time
- Place
- Santa Rosa, New Mexico · Off Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20E · all M20Es on the register
- Registration
- N2695W · no longer on the register · serial 1010
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While preparing to depart, the pilot stated that the airplane's "battery seemed weak" and noted that the ammeter was not charging or discharging. The pilot had the battery charged for 1/2 hour and elected to fly to another airport to have a mechanic examine the airplane. While en route, he noticed "the engine was running rough." The pilot checked both magnetos and noted the left magneto selection resulted in a rough engine. The fuel pressure was also low; however, the pilot felt he would be okay until arriving at his destination. The pilot stated that both magnetos began to run rough. He was unable to maintain altitude and landed on a highway. While maneuvering the airplane to avoid oncoming traffic, the airplane struck a road sign causing substantial damage. Examination of the engine revealed that the P-lead had broken off of the right magneto. The P-lead had been rubbing against a bracket aft of the P-lead, prior to its failure. FAA inspector who examined the airplane stated that an annual inspection should have discovered this situation.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 10,500 hours in all; 50 in this make and model; 20 in the last 90 days; 10 in the last 30 days
- Last flight review: November 4, 2004
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, October 1, 2004; 6 hours since
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1A (piston); 0 hours total
The flight
- Departed from: MIO Miami OK at 7:30 pm
- Destination: TCC Tucumcari NM
- Flight plan: none
Weather at the time
- Light: dawn
- Wind: from 220° at 14 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 1°F (-17°C)
- Altimeter: 30.31 inHg
- Observation at 7:53 pm from LVS, 50 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.