Mooney M20C accident near Torreon, New Mexico, May 9, 1997
On May 9, 1997 at about 9:19 pm local time, a Mooney M20C, registered N7853V, was substantially damaged in an accident near Torreon, New Mexico. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the forward number four piston pin plug, and the subsequent obstruction of internal oil passages of the lubricating system, which resulted in partial loss of engine power. Factors relating to the accident were: the crosswind condition and lack of suitable terrain for an emergency (precautionary) landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 9, 1997 · about 9:19 pm local time
- Place
- Torreon, New Mexico · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20C · all M20Cs on the register
- Registration
- N7853V · no longer on the register · serial 2816
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight at 8,500 feet msl, the pilot reported that he observed his oil pressure gauge 'indicating at or near zero.' He stated that he called ATC and began looking for a place to land. He then noticed that the 'oil temperature had begun to rise and the engine was running slightly rougher.' As he approached a highway on which he planned to land, 'the prop governor ceased to regulate the engine RPM and the engine begain to smell really hot.' On landing roll, the pilot stated that 'a gust of wind caused me to depart the left side of the road and the airplane subsequently impacted several sandy knolls.' Postimpact examination of the engine revealed an aluminum ball in the number four cylinder forward piston pin bore. Investigators stated that 'this was the result of the piston pin plug working in the bore for an extended period of time.' This would account for metal particles throughout the oil system and a rub mark on the interior of the cylinder wall. The oil journal leading to the number two cylinder was found with metal particles emanating from it and the number two and number three connecting rod bearings showed significant damage.
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: 744 hours in all; 489 in this make and model; 11 in the last 90 days; 2 in the last 30 days; 704 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,568 hours
- Last inspection: annual inspection, May 16, 1996; 52 hours since
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: 4AC Albuquerque NM at 8:48 pm
- Destination: 4AC Farmingtion NM
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 120° at 10 knots
- Visibility: 30 statute miles
- Sky: scat at 5,000 ft
- Temperature: 68°F (20°C), dew point 41°F (5°C)
- Altimeter: 30.00 inHg
- Observation at 7:48 pm from FMN, 100 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.