Mooney M20J accident near San Angelo, Texas, November 17, 1998
On November 17, 1998, a Mooney M20J, registered N201QK, was substantially damaged in an accident near San Angelo, Texas (Mathis Field). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The total loss of engine power due to the magneto failure resulting from oil contamination when the bearing plate retainer screw fractured due to improper manufacturing. Factors were the lack of suitable terrain for the forced landing, and the dark night conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 17, 1998
- Place
- San Angelo, Texas · Mathis Field · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20J · all M20Js on the register
- Registration
- N201QK · no longer on the register · serial 24-0290
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was en route cruising at 9,500 feet msl approximately 12 miles east of its destination, when the pilot reported a loss of engine power. At 2,200 feet msl, the pilot reported that he would not make the runway. During the off airport landing, the airplane struck a tree, the right wing separated from the airframe, the airplane descended into the water, and came to rest inverted in water 7 feet deep. Examination of the wreckage revealed engine oil in the single drive dual magneto and one of the rear case bearing retaining plate screws was broken. The magneto was removed from the engine and disassembled. A metallurgist found that screw failure was a result of delayed fracture from hydrogen embrittlement and the 'hydrogen was most likely picked up during the cadmium plating for corrosion resistance at original manufacture of the screw.' The magneto had accumulated 775.58 hours since last overhaul in 1993. At the last annual inspection, November 1998, the magneto points and timing were checked. Time since that annual inspection was 3.27 hours. Service Bulletin (SB) 643 dated 02/08/94 recommended magnetos be 'overhauled or replaced at the expiration of four years without regard to the accumulated operating hours since new or last overhaul.' No evidence was found that the SB had been accomplished; however, under 14 CFR Part 91 operations, compliance with the SB is not required.
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: 385 hours in all; 310 in this make and model; 314 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,932 hours
- Last inspection: annual inspection, November 13, 1998; 3 hours since
- Maximum gross weight: 2,740 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B6D (piston); 0 hours total
The flight
- Departed from: Q24 Levelland TX at 11:30 pm
- Destination: SJT TX
- Flight plan: none
- Runway 27, 4,401 ft by 75 ft
Weather at the time
- Light: night, dark
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
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.