Mooney M20C accident near Omak, Washington, March 3, 1995
On March 3, 1995 at about 11:10 pm local time, a Mooney M20C, registered N7836V, was substantially damaged in an accident near Omak, Washington (Omak 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 ELEVATOR PUSH ROD SEPARATION DUE TO FATIGUE. FACTORS CONTRIBUTING TO THE ACCIDENT WERE THE PILOT IN COMMAND'S FAILURE TO INSURE COMPLIANCE WITH THE AIRWORTHINESS DIRECTIVE AND THE FROZEN PUSH ROD BEARING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 3, 1995 · about 11:10 pm local time
- Place
- Omak, Washington · Omak · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mooney M20C · all M20Cs on the register
- Registration
- N7836V · no longer on the register · serial 2871
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT, WHILE ON FINAL APPROACH AT 500 FEET AGL, LOST ELEVATOR CONTROL WHEN THE ELEVATOR PUSH ROD SEPARATED DUE TO BENDING FATIGUE. THE MONOBALL BEARING WAS FOUND TO BE FROZEN AND CORRODED. THE AIRCRAFT HAD UNDERGONE AN ANNUAL INSPECTION WHEN PURCHASED 108 HOURS PRIOR TO THE ACCIDENT, AND THE FLIGHT CONTROLS HAD BEEN SIGNED OFF AS LUBRICATED. NO AD LISTING WAS FOUND, HOWEVER, TO VERIFY WHETHER AD 73-21-01 HAD BEEN COMPLIED WITH AT THE ANNUAL INSPECTION. THE AD, WHICH REQUIRED LUBRICATION OF THE FLIGHT CONTROLS EVERY 100 HOURS, WAS 8 HOURS OVERDUE AT THE TIME OF THE ACCIDENT.
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: 500 hours in all; 100 in this make and model; 20 in the last 90 days; 7 in the last 30 days; 400 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,402 hours
- Last inspection: annual inspection, July 27, 1994; 108 hours since
- Maximum gross weight: 2,575 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1G6 (piston); 0 hours total
The flight
- Departed from: WA21 Electric City WA at 10:50 pm
- Destination: OMK
- Flight plan: none
- Runway 35, 4,654 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 3 knots
- Visibility: 20 statute miles
- Sky: scat at 15,000 ft
- Temperature: 46°F (8°C), dew point 19°F (-7°C)
- Altimeter: 29.00 inHg
- Observation at 10:50 pm from EPH, 69 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.