Piper PA-28R-180 accident near Albuquerque, New Mexico, June 1, 2001
On June 1, 2001 at about 2:34 am local time, a Piper PA-28R-180, registered N3708T, was destroyed in an accident near Albuquerque, New Mexico (Albuquerque Int'L Sunport airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's diminished visual lookout, resulting in the wire strike. Contributing factors were the total mechanical failure of the cylinder, dusk, and the power transmission line.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 2001 · about 2:34 am local time
- Place
- Albuquerque, New Mexico · Albuquerque Int'L Sunport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-180 · all PA-28R-180s on the register
- Registration
- N3708T · no longer on the register · serial 28R-300012
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After taking off and climbing to an altitude of 200 feet, the pilot heard "a single loud pop." The engine continued to develop some power but not enough for the airplane to return to the airport. The pilot said "dusk hampered visibility somewhat," and he didn't see the power lines ahead until it was too late. The right wing struck a power line and was torn off, and the airplane impacted a mesa. Examination disclosed the number 1 (right front, as viewed from the cockpit) cylinder head had separated from the cylinder barrel. The engine had accumulated 1,933.15 hours total time when it was given a "certified overhaul to new engine tolerances zero-time equivalent" and reinstalled in the airplane in 1988. Two years later, all of the cylinders were removed and the camshaft lobes and lifter faces were visually inspected for premature wear and galling. No unusual wear was noted. Only routine maintenance was recorded thereafter. At the time of the accident, the engine had accrued 1,585.04 hours since overhaul.
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: 2,692 hours in all; 2,672 in this make and model; 37 in the last 90 days; 13 in the last 30 days; 2,355 as pilot in command
- Last flight review: April 19, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 9,500 hours
- Last inspection: 100-hour inspection, April 23, 2001; 22 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-B1E (piston); 0 hours total
The flight
- Departed from: ABQ Albuquerque NM at 2:30 am
- Flight plan: none
- Runway 21, 10,000 ft by 150 ft
Weather at the time
- Light: dusk
- Wind: from 310° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 21°F (-6°C)
- Altimeter: 30.04 inHg
- Observation at 4:56 am from ABQ, 2 miles away
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.