Mooney M20K accident near Mcalester, Oklahoma, December 27, 1999
On December 27, 1999 at about 12:10 pm local time, a Mooney M20K, registered N5697N, was destroyed in an accident near Mcalester, Oklahoma (Mcalester Megional airport). It was a business flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control. Factors were the pilot's impairment (drugs), the deployed right speed brake, and the night conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 27, 1999 · about 12:10 pm local time
- Place
- Mcalester, Oklahoma · Mcalester Megional · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20K · all M20Ks on the register
- Registration
- N5697N · no longer on the register · serial 25-0777
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted heavily wooded and rocky terrain during an uncontrolled descent from cruise climb in night visual meteorological conditions. Toxicological tests were positive for tramadol at therapeutic concentrations, and phenobarbital, nordiazepam, chlorepheniramine, pseudoephedrine, and phenylpropanolamine. The pilot had a history of substance abuse. It is reasonable to conclude that the pilot was impaired by the use of or withdrawal from the effects of such medications at the time of the accident. The airplane's left wing speed brake was found in the stowed position, and the right wing speed brake was found deployed. FAA verified that flight test results provided by the speed brake manufacturer indicated no significant effect on handling qualities with one speed brake deployed. No evidence of an in-flight fire was found at the accident site. No evidence of uncorrected discrepancies was found in the maintenance records. No evidence of an in-flight mechanical and/or flight control malfunction was found that would have rendered the airplane uncontrollable prior to the impact.
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: 2,681 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,468 hours
- Last inspection: annual inspection, April 3, 1999; 225 hours since
- Maximum gross weight: 3,200 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-520-NB (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: MLC at 12:00 pm
- Destination: AXS Altus OK
- Flight plan: none
- Runway 1, 5,602 ft by 100 ft
Weather at the time
- Light: night, bright
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 37°F (3°C), dew point 21°F (-6°C)
- Altimeter: 30.00 inHg
- Observation at 10:53 am from MLC, 18 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.