Piper PA-32R-300 accident near Albuquerque, New Mexico, October 15, 1989
On October 15, 1989 at about 7:15 pm local time, a Piper PA-32R-300, registered N3166Q, was substantially damaged in an accident near Albuquerque, New Mexico (Coronado 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
IMPROPER PLANNING/DECISION BY THE PILOT. FACTORS RELATED TO THE ACCIDENT WERE: THE PILOT'S LACK OF FAMILIARITY WITH THE AIRCRAFT, HIS FAILURE TO USE THE RECOMMENDED FLAP EXTENSION, HIS FAILURE TO MAINTAIN AN AIRSPEED ABOVE THE AUTOMATIC GEAR EXTENSION SPEED OR USE THE OVERRIDE FEATURE, WHICH ALLOWED THE GEAR TO EXTEND (PRECLUDING THE ABILITY TO CLIMB), AND THE POWER LINE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 15, 1989 · about 7:15 pm local time
- Place
- Albuquerque, New Mexico · Coronado · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-300 · all PA-32R-300s on the register
- Registration
- N3166Q · no longer on the register · serial 32R7780296
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING TAKEOFF FROM A 4010 FT RWY AT AN ELEVATION OF 5280 FT, THE PLT DID NOT USE 10 DEG OF FLAPS AS RECOMMENDED BY THE FLT MANUAL. HE SAID LIFT-OFF WAS AT 90 KTS & HE RAISED THE LANDING GEAR, BUT AFTER THE ACFT CLEARED TREES, HE NOTED THE SPEED WAS STILL AT 90 KTS. THE PLANE STOPPED CLIMBING & SUBSEQUENTLY STRUCK A POWER LINE. IT THEN SETTLED TO THE GROUND WITH THE LANDING GEAR EXTENDED. AFTER TOUCHDOWN, THE GEAR COLLAPSED & THE ACFT SLID TO A STOP. THE ACFT WAS EQUIPPED WITH A BACKUP GEAR EXTENSION SYSTEM, WHICH WOULD AUTOMATICALLY EXTEND THE GEAR BELOW A GIVEN SPEED, EXCEPT WHEN THE OVERRIDE FUNCTION WAS SELECTED. THE AUTOMATIC EXTENSION SPEED WAS 81 KTS AT SEA LEVEL, BUT INCREASED IN A STRAIGHT LINE VARIATION TO 100 KTS AT 10,000 FT. DENSITY ALTITUDE AT THE AIRPORT WAS ABOUT 7000 FT.
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: 254 hours in all; 31 in this make and model; 31 in the last 90 days; 19 in the last 30 days; 204 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,974 hours
- Last inspection: 100-hour inspection, July 21, 1989; 75 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540 (piston); 0 hours total
The flight
- Departed from: 4AC at 7:15 pm
- Destination: EMT El Monte CA
- Flight plan: none
- Runway 17, 4,010 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 8 knots
- Visibility: 60 statute miles
- Sky: scat at 5,500 ft
- Temperature: 72°F (22°C), dew point 34°F (1°C)
- Altimeter: 29.00 inHg
- Observation at 7:50 pm from ABQ, 6 miles away
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.
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.