Beech 58 accident near Mora, New Mexico, September 28, 1997
On September 28, 1997 at about 1:30 pm local time, a Beech 58, registered N365C, was destroyed in an accident near Mora, New Mexico. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
loss of power in the right engine for undetermined reason(s). Related factors were: that the power loss occurred above the airplane's single engine service ceiling (at high density altitude), and the lack of suitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 28, 1997 · about 1:30 pm local time
- Place
- Mora, New Mexico · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 58 · all 58s on the register
- Registration
- N365C · registry record · serial TH346
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
As the pilot stepped climbed the airplane through 12,000 feet, the right engine lost power. The power loss was confirmed by low manifold and fuel pressures. Activation of the boost pump increased fuel flow, but did not restore power. Despite full power from the left engine and the propeller set at fine pitch, the airplane was unable to maintain altitude. The pilot elected not to feather the right propeller because this would cause the airplane to descend to single engine service ceiling, and since the right engine manifold pressure indicated some power was being developed, he elected to make a forced landing in an open meadow. The airplane slid across the ground, struck a large rock, and spun around; then a fire erupted. Disassembly and inspection of the right engine failed to disclose any discrepancy that would have been causal to the power loss. Most engine accessories were destroyed by postimpact fire.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,800 hours in all; 5 in this make and model; 100 in the last 90 days; 19 in the last 30 days; 3,550 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,878 hours
- Last inspection: approved inspection programme, September 9, 1997; 10 hours since
- Maximum gross weight: 5,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-CB (piston); 0 hours total
- Fire on the ground
- Operator: Cutter Aviation
The flight
- Departed from: ABQ Albuquerque NM at 12:50 pm
- Destination: LHX La Junta CO
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 36°F (2°C), dew point 0°F (-18°C)
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.