Mooney M20A accident near Canyon Creek, Montana, June 7, 1998
On June 7, 1998 at about 3:45 pm local time, a Mooney M20A, registered N1048B, was destroyed in an accident near Canyon Creek, Montana. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The design stress limits of the aircraft was exceeded. The pilot's inadequate preflight planning/preparation, lack of an instrument rating, poor weather evaluation and low ceilings and mountain obscuration were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 7, 1998 · about 3:45 pm local time
- Place
- Canyon Creek, Montana · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Mooney M20A · all M20As on the register
- Registration
- N1048B · no longer on the register · serial 1275
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to takeoff, the pilot received a weather briefing for his proposed route of flight. The specialist reported low ceilings and mountain obscuration along the route, and suggested a route of flight away from the mountains and poor weather conditions. The pilot filed a visual flight rules flight plan for his original route. Approaching his destination, the pilot contacted air traffic and advised that he needed assistance in locating an airport that was clear of the weather, as he was on top of an overcast layer and could not see the ground. The controller informed the pilot of the multiple cloud layers in the area and to remain in visual conditions. With the aid of other pilots in the area who were reporting actual weather conditions, the controller was maneuvering the aircraft to an area where he might be able to get below the overcast layer. While en route, the pilot notified the controller that he saw a hole and was going to try and punch through it. Shortly after this time, the aircraft dropped off radar contact and there was no further communication from the pilot. Evidence found at the accident site indicated that the aircraft broke-up in flight. The low-time, non-instrument rated pilot had just purchased the airplane and had not received the complex aircraft sign-off for solo operation.
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
- Flight time: 153 hours in all; 1 in this make and model; 33 in the last 90 days; 13 in the last 30 days; 130 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,992 hours
- Last inspection: annual inspection, May 14, 1998; 10 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: LWS Lewiston ID at 1:45 pm
- Destination: GTF Great Falls MT
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 6 statute miles
- Sky: broken clouds at 2,300 ft
- Temperature: 48°F (9°C), dew point 45°F (7°C)
- Altimeter: 29.00 inHg
- Observation at 3:56 pm from HLN, 16 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.