Amateur-built THORP T-18 accident near Albuquerque, New Mexico, August 7, 1996
On August 7, 1996 at about 6:15 pm local time, a amateur-built THORP T-18, registered N353, was destroyed in an accident near Albuquerque, New Mexico (Double Eagle airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain control of the airplane while maneuvering. Factors were the high winds and the high density altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 7, 1996 · about 6:15 pm local time
- Place
- Albuquerque, New Mexico · Double Eagle
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built THORP T-18
- Registration
- N353 · registry record · serial 198
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was on the second leg of a cross-country flight, and was observed maneuvering near an airport not on his planned itinerary. The airport UNICOM was reported operational, but no radio calls were received from the airplane. Witnesses reported that the airplane executed two erratic 360-degree turns near the approach end of runways 17 and 22 at an estimated altitude of 300 feet AGL. The winds were reported in excess of 30 MPH. The wreckage was found approximately 1,100 feet short of the landing threshold for runway 22, slightly left of the extended centerline. Physical evidence and ground scars indicated that the airplane impacted the ground in a slight left turn and in a nose-low attitude. Measurement of the crush angle in the area aft of the engine compartment indicated a 25-degree nose-down attitude at impact. Examination of the airframe and powerplant at the accident site did not disclose any mechanical problems that could have prevented normal operations. The density altitude was 8,800 feet. The pilot was not restrained prior to ground impact.
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: 2,200 hours in all; 2,100 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,114 hours
- Last inspection: annual inspection, January 18, 1996; 29 hours since
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-290-D4 (piston); 0 hours total
The flight
- Departed from: P06 Bullhead City AZ at 2:40 pm
- Destination: LVS Las Vegas NM
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 090° at 15 knots, gusting 27
- Visibility: 10 statute miles
- Sky: scat
- Temperature: 86°F (30°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 7:00 pm from ABQ, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
Other NTSB records under N353 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.