Mooney M20J accident near Westport, Oklahoma, January 2, 1998
On January 2, 1998 at about 10:40 pm local time, a Mooney M20J, registered N201LG, was substantially damaged in an accident near Westport, Oklahoma (Keystone Airpark airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate compensation for the existing wind conditions. A factor was gusty winds.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 2, 1998 · about 10:40 pm local time
- Place
- Westport, Oklahoma · Keystone Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20J · all M20Js on the register
- Registration
- N201LG · no longer on the register · serial 24-0460
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After an uneventful 50-minute cross-country flight, the pilot entered the landing pattern and observed the windsock indicating winds from 190 at 10-15 knots. After a normal downwind, base, and final approach, and about 160 yards down the runway, the aircraft was about to touch down when it started to veer to the left. The pilot attempted to stabilize directional control by applying right rudder and adding power. A gust of wind then 'lifted the right wing to a 20 degree' bank and turned the aircraft further to the left, which aligned the nose of the airplane toward some tree tops. Subsequently, the airplane impacted the trees, and settled to the ground, upright, and nose low. The pattern was flown with 1/2 flaps selected on base and full flaps on final. The pilot said that the winds at the accident site were from 190 degrees at 12 knots, gusting to 15 knots. Reported winds, 28 miles east of the accident site, were from 190 degrees at 16 knots, gusting to 25 knots. Inspection of the wind sock showed that it was functioning properly.
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: 2,505 hours in all; 2,100 in this make and model; 26 in the last 90 days; 5 in the last 30 days; 2,404 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,723 hours
- Last inspection: annual inspection, December 23, 1995; 259 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A3B6D (piston); 0 hours total
The flight
- Departed from: RKR Poteau OK at 9:50 pm
- Destination: 4F1 OK
- Flight plan: none
- Runway 21, 4,000 ft by 55 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 16 knots, gusting 25
- Visibility: 10 statute miles
- Sky: overcast at 3,200 ft; scat at 2,500 ft
- Temperature: 61°F (16°C), dew point 50°F (10°C)
- Altimeter: 29.00 inHg
- Observation at 10:40 pm from TUL, 28 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.