This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N5764H
Sleeptytime PLLC
- History of Flight:
On July 27, 2025, at about 1741 local time, a Mooney M20J, N5764H, registered to Sleeptytime PLLC out of Eagle, ID, was destroyed when it impacted terrain near Nampa Municipal Airport (MAN/KMAN), Nampa, Idaho. The pilot and two passengers were fatally injured. The flight was originating at the time, and was destined to an unknown location.
According to flight-track history, the airplane frequently flew from Nampa to McMinnville, Oregon. It had arrived from McMinnville on July 25, 2025.
According to automatic dependent surveillance-broadcast (ADS-B) data, at 1734:02, the airplane was observed taxiing from the ramp to runway 29. At about 1739:30, the airplane started the takeoff roll from runway 29. At 1740:05, the airplane lifted off, about halfway down the runway. At 1740:33, the airplane was at 2700 ft, 64 knots groundspeed, and climbing. 11 seconds later, at 1740:44, the airplane was observed at 2800 ft, 57 knots groundspeed, and initiating what appeared to be a left turn. 6 seconds later, at 1740:50, the airplane started a 180 degree turn. At 1740:56, the airplane reached an altitude of 2875 ft, 58 knots groundspeed. 3 seconds later, the airplane ceased climbing and was about halfway through the turn when it started to lose altitude. At 1741:05, the last ADS-B return was recorded in the area of the accident site and less than 0.50 mile from the departure end of runway 29. The airplane was at 2800 ft, 68 knots groundspeed, and descending 3000 feet per minute (fpm). (Figure 1)
Figure 1: ADS-B Data Plot
A witness reported that they were in the backyard of a house and observing the accident aircraft takeoff. They stated that the airplane "start turning way too low, looked like they were trying to head back, I think turned too sharp and slow and stalled, nosedived straight into the ground." Which appears consistent with the ADS-B data.
- Pilot Info:
The pilot, aged 43, held a private pilot certificate (a most recent/updated issue date of 6/28/2024), with a rating for airplane single engine land aircraft. His second class FAA medical was issued on February 2024, with a note stating he must use corrective lens(es) to meet vision standards at all required distances.
- Wreckage and Impact Information:
The airplane impacted an unoccupied structure and came to rest upright.. All four corners of the aircraft were accounted for at the accident site. There was no post crash fire. Both wings sustained extensive aft crush damage and remained attached to the airframe. The cockpit/front section sustained aft crush damage. The tail remained attached to the fuselage, was pointed upwards, and sustained deformation damage. The accident appears consistent with a low altitude aerodynamic stall/spin.
The position of the flaps and landing gear could not be determined based on available accident site photos. The forward section of the fuselage was cut by first responders to reach the occupants.
- Aircraft Info:
The 4-seat, low wing, retractable gear airplane, MSN 24-1477, was manufactured in 1984. It was powered by a Lycoming IO-360 SER engine. The certified max gross weight was 2740 lbs.
The following is the stall speeds chart from the POH:
- Airport Info:
Runway 11/29 was 5,000 feet long by 75 feet wide. The runway surface was asphalt. The airport field elevation was 2,537 feet.
- Weather:
METAR KMAN 272335Z AUTO 00000KT 9SM CLR 32/11 A2993 RMK A01
METAR KMAN 272355Z AUTO 00000KT 9SM CLR 32/11 A2993 RMK A01
The density altitude was calculated at 5143 ft.
- Additional Information:
According to the Mooney M20J Pilot Operating Handbook (POH), page 41:
"The best spin recovery technique is to avoid flight conditions
conducive to spin entry. Low speed flight near stall should
be approached with caution and excessive flight control movements in this flight regime should be avoided, Should an
unintentional stall occur the aircraft should not be allowed
to progress into a deep stall. Fast, but smooth stall recovery
will minimize the risk of progressing into a spin, If an
unusual post stall attitude develops and results in a spin,
quick application of anti-spin procedures should shorten the
the recovery."
