Flight Design USA CT-SW accident near Albuquerque, New Mexico, March 10, 2007
On March 10, 2007 at about 10:58 pm local time, a Flight Design USA CT-SW, registered N102RK, was substantially damaged in an accident near Albuquerque, New Mexico (Double Eagle II Airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The total failure of the left main landing gear strut due to overload during the landing resulting in the loss of control and subsequent nose over. A factor contributing to the accident was the chief pilot 's inability to maintain directional control of the airplane after the landing gear failed. **This report was modified on August 13, 2007.**
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 10, 2007 · about 10:58 pm local time
- Place
- Albuquerque, New Mexico · Double Eagle II Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Flight Design USA CT-SW
- Registration
- N102RK · registry record · serial 06-11-15
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The company's chief pilot and student instructor had performed four successful touch-and-go landings. On the mishap landing, the student instructor started his flare at normal approach speed about 2 to 3 feet above the runway. As the airplane settled, the chief pilot raised the nose of the airplane slightly to prevent a bounced landing. The airplane subsequently ballooned. They elected to perform a go-around. The chief pilot advanced the power and "pitched the airplane to the landing attitude." The airplane settled to the runway in a slight left crab, touching down on the left main landing gear, which subsequently broke aft. The airplane came down on the runway and slid for 300 feet, departing the left side and flipping over onto its back. The airplane had been recently purchased by the company. Total airframe time was approximately 25 hours. An examination of the airplane showed the left main lower landing gear tube had fractured due to overstress at the landing gear wheel and brake attachment fitting. The overstress appeared consistent with a hard landing impact as a small compression buckle was observed at the top of the part and some tensile indications were seen at the bottom. There were also contact impressions on the inside of the tube most-likely made by the end of the main landing gear spring bar. The wheel and brake attachment fitting was identified as a steel with designation St37, according to the German DIN classification for steels. The St37 steel is specified to have a yield strength of at least 34 ksi (235 MPa) and tensile strength between 51 ksi and 70 ksi (350 MPa to 480 MPa). According to the ASM Metals Handbook, St37 is similar to SAE 1013 steel, which is a low-carbon steel. Hardness measurements on the fitting averaged 63.5 Rockwell B, with a standard deviation of 2 Rockwell B. For steel, a hardness of 65 Rockwell B corresponds to a tensile strength of 56 ksi, so the fitting appears to be within specification. This steel is at the lower end of the range of strength possible for steel. The ASM Metals Handbook indicates that fatigue resistance would also improve with increasing tensile strength. Information from the manufacturer indicates that the gear assembly was designed in accordance with ASTM F 2245, and successfully passed a drop test of 550 mm (21.7 inches) at a weight of 600 kg (1323 pounds). **This narrative was modified on August 13, 2007.**
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
Flight instructor
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instructor: sport pilot; instrument: airplane
- Flight time: 8,327 hours in all; 8 in this make and model; 40 in the last 90 days; 20 in the last 30 days; 8,204 as pilot in command; 5,964 on instruments
- Last flight review: February 1, 2007
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Dual student
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 629 hours in all; 29 in this make and model; 124 in the last 90 days; 42 in the last 30 days; 478 as pilot in command; 271 on instruments
- Last flight review: February 1, 2006
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 25 hours
- Last inspection: annual inspection, February 1, 2007; 1 hours since
- Maximum gross weight: 1,320 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912ULS (piston); 0 hours total
- Operator: Bode Aviation, Inc.
The flight
- Departed from: AEG Albuquerque NM at 10:00 pm
- Flight plan: none
- Runway 22, 7,400 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: a few clouds at 110 ft
- Temperature: 63°F (17°C), dew point 18°F (-8°C)
- Altimeter: 30.04 inHg
- Observation at 10:50 pm from AEG, 1 miles away
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.