Cessna 182J accident near Farmington, New Mexico, July 19, 2004
On July 19, 2004 at about 8:55 pm local time, a Cessna 182J, registered N2602F, was substantially damaged in an accident near Farmington, New Mexico (Four Corners Regional airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate compensation for wind and his improper flare. Contributing factors include the wind shift, and gusty wind conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 19, 2004 · about 8:55 pm local time
- Place
- Farmington, New Mexico · Four Corners Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182J · all 182Js on the register
- Registration
- N2602F · registry record · serial 18256702
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he completed one full-stop landing, one touch-and-go landing, and was attempting a second full-stop landing on runway 25. The pilot stated that during the approach, he heard the tower report to other aircraft that the winds were 240 degrees at 14 knots, gusting to 21 knots. The pilot stated that during the flare, a gust of wind struck the airplane. The airplane climbed 10 to 15 feet and then dropped to the runway. After the airplane struck the runway, the pilot kept it on centerline, completed the roll-out, and brought the airplane to a stop on the taxiway. The impact with the runway collapsed the nose landing gear and buckled the firewall. At 1453, the recorded wind conditions at Farmington were, 280 degrees at 8 knots. At 1502, the winds were 240 degrees at 14 knots, gusting to 21 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: private
- Ratings: single-engine land
- Flight time: 250 hours in all; 175 in this make and model; 2 in the last 90 days; 2 in the last 30 days; 197 as pilot in command
- Last flight review: July 1, 2002
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,649.7 hours
- Last inspection: annual inspection, December 21, 2003; 11 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental (piston); 0 hours total
The flight
- Departed from: FMN Farmington NM at 7:00 pm
- Destination: FMN Farmington NM
- Flight plan: none
- Runway 25, 6,704 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 46°F (8°C)
- Altimeter: 30.12 inHg
- Observation at 9:02 pm from KFMN
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
Other NTSB records under N2602F the same tail number, which may have belonged to a different aircraft at the time
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.