Cessna A188 accident near Gallup, New Mexico, July 29, 2000
On July 29, 2000, a Cessna A188, registered N8188V, was substantially damaged in an accident near Gallup, New Mexico (Gallup Municipal Airport). It was a ferry flight under general aviation rules (Part 91). 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 pilot's failure to compensate for the wind conditions. Factors were the pilot's selection of the wrong runway, and the tailwind/crosswind weather conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 29, 2000
- Place
- Gallup, New Mexico · Gallup Municipal Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A188 · all A188s on the register
- Registration
- N8188V · no longer on the register · serial 188-0438
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had just purchased the airplane, and was ferrying it to its new home base. Since an annual inspection was not current, a ferry permit was issued by the FAA for this flight. The pilot was landing to refuel. The pilot determined the wind was from the north as he made 'a normal wheel landing with some braking' on runway 24. The pilot stated that during the landing roll, 'the right wing lowered and the airplane turned hard left. The right main landing gear collapsed and the right wing struck the ground.' The airplane departed the left side of the runway at approximately 2,260 feet from the approach end, coming to a rest in the grass on the south side. The right main landing gear and right wing were damaged extensively. Recorded winds were 350 degrees at 10 knots gusting to 15 knots. Calculations provided evidence that by landing on runway 24, the pilot was attempting to land with a 20 degree right quartering tailwind. These circumstances provided a tailwind component of 5 knots and a crosswind component of 15 knots. The 1968 Cessna A188 Pilot Operating Handbook does not contain a demonstrated crosswind component listed. However, there is crosswind limitations. The 1983 Cessna A188, which has a higher gross weight than the former, has a demonstrated crosswind component of 17 miles per hour (15 knots).
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: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane; rotorcraft: glider
- Flight time: 5,600 hours in all; 4 in this make and model; 50 in the last 90 days; 20 in the last 30 days; 5,500 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Last inspection: annual inspection; 550 hours since
- Maximum gross weight: 3,300 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental IO-520-D (piston); 0 hours total
The flight
- Departed from: LVS Las Vegas NM at 10:30 pm
- Flight plan: none
- Runway 24, 7,312 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 10 knots, gusting 15
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
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.