Piper PA-32-300 accident near Angel Fire, New Mexico, February 18, 2001
On February 18, 2001 at about 11:00 pm local time, a Piper PA-32-300, registered N3051U, was substantially damaged in an accident near Angel Fire, New Mexico (Angel Fire airport). It was a personal 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
the pilot's failure to maintain control of the airplane during landing. Contributing factors were the crosswind, the pilot exceeding the published maximum demonstrated crosswind component, and the snow bank.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 18, 2001 · about 11:00 pm local time
- Place
- Angel Fire, New Mexico · Angel Fire · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N3051U · registry record · serial 32-7940063
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
As the airplane approached runway 35, the pilot applied "full cross control" for the crosswind that the airport reported to be from 260 degrees at 20 knots and gusting. Wind gusts were reportedly between 24 and 30 knots. When the airplane touched down 4,500 feet past the threshold, "a strong gust of wind" pushed the airplane to the right side of the runway and the pilot aborted the landing. During the abort, the nose landing gear was damaged when it struck a 24-inch high snow bank at the 5,900-foot mark. Witnesses said the airplane nearly "cartwheeled." The pilot turned the airplane around and landed on runway 17. The airplane touched down at the 6,150-foot mark and skidded on its nose to a halt at the 7,100-foot mark (8,900 foot runway). The airplane's demonstrated crosswind component is 17 knots. The computed crosswind component was 90 degrees at 20 knots, 24 knots, or 30 knots, depending on the reported wind velocity used.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 319 hours in all; 253 in this make and model; 63 in the last 90 days; 20 in the last 30 days; 230 as pilot in command
- Last flight review: November 15, 2000
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,600 hours
- Last inspection: annual inspection, August 1, 2000; 160 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540-K1G5D (piston); 0 hours total
The flight
- Departed from: COS Colo. Springs CO at 9:30 pm
- Destination: AXX Angel Fire NM
- Flight plan: none
- Runway 35, 8,900 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 18 knots, gusting 21
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 28°F (-2°C)
- Altimeter: 30.12 inHg
- Observation at 9:55 pm from SKX, 25 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.