Mooney M20J accident near San Leon, Texas, November 1, 1996
On November 1, 1996 at about 10:50 pm local time, a Mooney M20J, registered N25LS, was substantially damaged in an accident near San Leon, Texas. It was a personal 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 inadvertent stall and spin of the airplane. Factors were the pilot's lack of total experience in the make and model of airplane and the weather conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 1, 1996 · about 10:50 pm local time
- Place
- San Leon, Texas · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20J · all M20Js on the register
- Registration
- N25LS · registry record · serial 24-0296
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness observed the airplane in a 3 to 4 turn (360 degree) spin to the right with the engine pointing downward before the airplane impacted the water and a fire erupted. The pilot received a 2.1 hour check out including stalls. He wanted to fly the airplane solo before beginning his commercial pilot training and rented the airplane for the local flight. Numerous entries for stalls were entered in the pilot's logbook; however, there were no entries for spin training (not required by FAR's). The pilot logged 6.4 hours of simulated instrument flight and 0.8 hour in actual instrument conditions during the 90 days prior to the accident. Radar summary charts indicated precipitation intensity levels throughout the area with tops to 30,600 feet. Weather stations reported wind gusts to 25 knots. Cumulus and towering cumulus clouds with multiple cloud layers associated with a front prevailed throughout the area. Convective sigmet and Airmets were in effect for thunderstorm activity, IFR ceilings and visibility. VFR flight was not recommended away from the local airport. There was no evidence of an inflight fire. Examination of the airplane did not reveal any pre-impact discrepancies.
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: 303 hours in all; 2 in this make and model; 18 in the last 90 days; 2 in the last 30 days; 228 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,447 hours
- Last inspection: 100-hour inspection, June 9, 1996; 71 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming 10-360-A1B6D (piston); 0 hours total
- Fire on the ground
- Operator: Ellington Field Aero Club, INC
The flight
- Departed from: EFD Houston TX
- Destination: GLS Galveston TX
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 320° at 14 knots, gusting 20
- Visibility: 8 statute miles
- Sky: broken clouds at 3,800 ft; scat at 2,000 ft
- Temperature: 79°F (26°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 9:55 pm from GLS, 342 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.