Cessna T337C accident near Alamogordo, New Mexico, May 15, 2000
On May 15, 2000 at about 6:33 pm local time, a Cessna T337C, registered N2522S, was destroyed in an accident near Alamogordo, New Mexico. It was an other work-use flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain aircraft control, and the subsequent inadvertent stall/spin. Contributing factors were the loss of engine power on both engines for unknown reasons and the terrain induced turbulence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 15, 2000 · about 6:33 pm local time
- Place
- Alamogordo, New Mexico · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T337C · all T337Cs on the register
- Registration
- N2522S · registry record · serial 337-0822
- Damage
- Destroyed
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Four minutes after takeoff, the airplane was observed flying straight towards rising terrain (other pilots reported that there had been uplifting air movement there the previous several days). Radar data indicates that the airplane leveled off, and began to slow down. The airplane changed direction and flew over the edge of a 1,000 foot canyon; it then turned north towards rising terrain a second time. A witness said that he couldn't hear any engine sound; he observed the airplane spin towards the ground. He then heard an impact sound, and saw smoke. Examination of the accident site revealed that the airplane impacted the ground in a vertical attitude. The airplane was found with the rear propeller feathered, and the front propeller with no signatures of power. The rear engine fuel selector was found between main and off, and the front engine fuel selector was found on auxiliary. Normal procedure is to fly for an hour after takeoff on the main tanks. Pilots on later flights in this area reported "strong turbulence and very strong variable vertical air movements." The FAA recommends that a mountain ridgeline should be crossed at an angle to allow the pilot to turn away from the ridge with the least amount of turn required should down air be encountered.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 8,800 hours in all; 8,120 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,675 hours
- Last inspection: 100-hour inspection, May 10, 2000; 8 hours since
- Maximum gross weight: 4,500 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-360-A/B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: ALM at 6:29 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 170° at 14 knots, gusting 23
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 199°F (93°C), dew point 113°F (45°C)
- Altimeter: 30.00 inHg
- Observation at 6:29 pm from ALM, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.