Mooney M20C accident near San Antonio, Texas, December 26, 1985
On December 26, 1985 at about 8:08 pm local time, a Mooney M20C, registered N7025V, was destroyed in an accident near San Antonio, Texas (Stinson Municipal airport). It was a personal flight under general aviation rules (Part 91). 4 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 26, 1985 · about 8:08 pm local time
- Place
- San Antonio, Texas · Stinson Municipal · map
- Type
- Accident
- Injuries
- 4 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20C · all M20Cs on the register
- Registration
- N7025V · no longer on the register · serial 20-1201
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT WAS DESTROYED DURING A FORCED LANDING. WHILE EN ROUTE OVER THE SAN ANTONIO AREA THE PLT NOTICED A FEW DROPS OF WHAT HE BELIEVED TO BE PRECIPITATION ON THE WINDSHIELD. SHORTLY THEREAFTER, IT WAS DETERMINED THE DROPS ON THE WINDSHIELD WERE OIL. THE QUANTITY OF OIL INCREASED TO A POINT WHERE THE WINDSHIELD WAS COVERED. THE PLT OPENED THE LEFT COCKPIT WINDOW TO GAIN VISIBILITY AND A LANDING WAS ATTEMPTED ON RWY 27 AT STINSON MUNICIPAL. THE ACFT TOUCHED DOWN LONGWITH THE LEFT WING CONTACTING THE RWY. THE TOWER ADVISED THE PLT TO GO AROUND. THE PLT ADDED FULL PWR, MADE A LEFT CIRCLING TURN AND THE ACFT CONTACTED THE RWY AT THE INTERSECTION OF 27 AND 32. THE PLT STATED THAT DURING THE GO AROUND OIL PRESSURE WAS NOTED AS ZERO. POST ACCIDENT INSPECTION DISCLOSED A CRACKED BRASS PLATED FITTING ON THE PROP GOVENOR OIL LINE AT THE FRONT RIGHT SIDE OF THE ENG. THE FITTING WAS CRACKED THROUGH 3/4 OF ITS CIRCUMFERENCE. THE MANUFACTURERSPART IS ALUMINUM AND NOT BRASS PLATED.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,065 hours in all; 455 in this make and model; 34 in the last 90 days; 2,487 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,226 hours
- Last inspection: annual inspection, August 23, 1985; 59 hours since
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1D (piston); 0 hours total
The flight
- Departed from: 52F Roanoke TX at 6:00 pm
- Destination: PEZ Pleasanton TX
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 220° at 6 knots
- Visibility: 12 statute miles
- Sky: overcast at 2,500 ft; ovct at 2,500 ft
- Temperature: 77°F (25°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 2:08 am from SSF, 60 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.