Beech G18S accident near Taos, New Mexico, July 6, 2000
On July 6, 2000 at about 8:10 pm local time, a Beech G18S, registered N1800L, was substantially damaged in an accident near Taos, New Mexico (Taos Municipal airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Failure of the pilot receiving instruction to maintain directional control. Factors were a gusty crosswind, inadequate supervision by the flight instructor, and the runway light.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 6, 2000 · about 8:10 pm local time
- Place
- Taos, New Mexico · Taos Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech G18S · all G18Ss on the register
- Registration
- N1800L · no longer on the register · serial BA-548
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot receiving instruction initiated the takeoff on runway 22. At approximately 40 mph, she raised the tail off the ground in preparation for liftoff. The airplane veered to the left, and the flight instructor took control and aborted the takeoff. The airplane struck a runway light before coming to a stop on the left side of the runway. The flight instructor said that as power was increased for takeoff, the right throttle was advanced slightly ahead of the left throttle, and this, in combination with the gusty crosswind, caused the airplane to veer left off the runway. The wind was from 180 degrees at 17 knots (19 mph), with gusts to 24 knots (28 mph). This would present a 40 degree left quartering headwind. The airplane was not equipped with Geisse safety gear. According to the Crosswind Component Chart contained in the Beech G18S 'Flight Handbook,' the maximum safe crosswind component was not exceeded.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,590 hours in all; 383 in this make and model; 48 in the last 90 days; 27 in the last 30 days; 2,370 as pilot in command; 1,280 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 7,540 hours
- Last inspection: annual inspection, August 12, 1999; 40 hours since
- Maximum gross weight: 9,700 lb
- Seats: 9
- Landing gear: retractable
- Engine: P&W R-985-AN14B (piston); 0 hours total
The flight
- Departed from: SKX at 8:10 pm
- Destination: OUN Norman OK
- Flight plan: none
- Runway 22, 5,798 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 17 knots, gusting 24
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 41°F (5°C)
- Altimeter: 30.00 inHg
- Observation at 8:15 pm from SKX
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.