Cessna A185F accident near Farmington, New Mexico, June 10, 1999
On June 10, 1999 at about 8:14 pm local time, a Cessna A185F, registered N4211C, was substantially damaged in an accident near Farmington, New Mexico (Four Corners Regional airport). It was a public-use flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate visual lookout and failure to see and avoid a ground obstruction. Factors were the throttle linkage becoming disconnected due to an inadequate annual inspection by maintenance personnel, and a dirt berm.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 10, 1999 · about 8:14 pm local time
- Place
- Farmington, New Mexico · Four Corners Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A185F · all A185Fs on the register
- Registration
- N4211C · registry record · serial 18503823
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff, engine power dropped to idle. The pilot made a forced landing in a field 3 miles north of the airport. A mechanic from the airport examined the engine and discovered the throttle cable had become disconnected from the throttle linkage due to looseness of the nut and bolt. While the mechanic made the necessary repairs, the pilot examined the field and determined he had sufficient clearance for take off. After repairs were made, the pilot attempted to take off. As the airplane lifted off, the left main landing gear struck a mound of dirt. The impact sheared the mounting bolt and the left main landing gear fell off the airplane. The pilot flew back to the airport and landed with the airplane coming to rest on its left wing tip.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 16,000 hours in all; 3,500 in this make and model; 250 in the last 90 days; 80 in the last 30 days; 15,800 as pilot in command; 5,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,389 hours
- Last inspection: annual inspection, June 2, 1999; 27 hours since
- Maximum gross weight: 3,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-520-040B (piston); 0 hours total
The flight
- Departed from: FMN Farmington NM at 6:30 pm
- Destination: Q39 Creede CO
- Runway 11, 2,783 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 13 knots, gusting 17
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 25°F (-4°C)
- Altimeter: 29.00 inHg
- Observation at 8:34 pm from FMN
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.