Cessna 402 accident near Albuquerque, New Mexico, February 3, 2011
On February 3, 2011 at about 3:40 pm local time, a Cessna 402, registered N5802C, was substantially damaged in an accident during landing (landing roll) near Albuquerque, New Mexico (Albuquerque Intl Sunport Arpt airport). It was flown under charter and air-taxi rules (Part 135). 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 failure of the landing gear system for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 3, 2011 · about 3:40 pm local time
- Place
- Albuquerque, New Mexico · Albuquerque Intl Sunport Arpt · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 402 C · all 402s on the register
- Registration
- N5802C · registry record · serial 402C0047
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff, the hydraulic pressure caution light illuminated and the nose gear failed to retract when the pilot attempted to raise the gear. The pilot accomplished the appropriate emergency procedure checklists and unsafe gear indications remained. Following an approved flyover of the tower to verify gear position, the pilot performed a precautionary landing. During the landing the right main landing gear collapsed, resulting in substantial damage. Subsequent examination of the airplane and related hydraulic system components revealed no anomalies and the landing gear system operated normally during functional testing. The reason for the landing gear's failure could not be determined.
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
What happened, in order
- Sys/Comp malf/fail (non-power) during initial climb
- Landing gear collapse during landing (landing roll) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Failure
- Aircraft › Aircraft systems › Landing gear system › Main landing gear › Damaged/degraded
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 15,000 hours in all; 8,000 in this make and model; 84 in the last 90 days; 29 in the last 30 days; 14,000 as pilot in command
- Last flight review: August 24, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 25,079 hours
- Last inspection: approved inspection programme, January 25, 2011
- Maximum gross weight: 7,210 lb
- Seats: 2
- Landing gear: retractable
- Engine 1: Continental TSIO520 (piston); 0 hours total
- Engine 2: Continental TSIO520 (piston); 0 hours total
- Operator: South Aero Inc
The flight
- Departed from: ABQ Albuquerque NM at 3:40 pm
- Destination: LVS Las Vegas NM
- Flight plan: VFR
- Runway 03, 10,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 010° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point -11°F (-24°C)
- Altimeter: 30.62 inHg
- Observation at 3:56 pm from ABQ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.