Rockwell NA-265-80 accident near Albuquerque, New Mexico, May 2, 1996
On May 2, 1996 at about 3:40 am local time, a Rockwell NA-265-80, registered N773W, was substantially damaged in an accident near Albuquerque, New Mexico (Albuquerque International airport). It was a public-use flight under general aviation rules (Part 91). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
overdeflection of the left outboard main landing gear tire, probably due to underinflation and inadequate inspection, which resulted in fatigue failure of the left outboard tire and subsequent failure of the left inboard tire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 2, 1996 · about 3:40 am local time
- Place
- Albuquerque, New Mexico · Albuquerque International · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell NA-265-80
- Registration
- N773W · registry record · serial 380-20
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The captain was taking off on runway 21 with the wind from 330 degrees at 6 knots. After the airplane had attained about 120 knots and had traversed about half the 10,000 foot runway, the captain aborted the takeoff, when he heard a loud noise and felt a severe vibration. Subsequently, the airplane angled off the departure end of the runway and encountered soft terrain. It came to rest about 300 feet beyond the end of the runway with the nose landing gear collapsed. According to a tire analysis report, the left outboard tire failed in fatigue, followed by the left inboard tire, 'as the result of operation in an overdeflected condition.' The report stated, 'Over-deflection is caused by operating the tire overloaded or underinflated.'
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: 6,500 hours in all; 250 in this make and model; 40 in the last 90 days; 5,000 as pilot in command; 500 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 10,758 hours
- Last inspection: continuous airworthiness programme, June 8, 1995; 150 hours since
- Maximum gross weight: 23,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Ge CF700 (turbofan); 0 hours total
The flight
- Departed from: ABQ at 3:40 am
- Destination: SAF Santa Fe NM
- Runway 21, 9,000 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: night, bright
- Wind: from 330° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 10°F (-12°C)
- Altimeter: 29.00 inHg
- Observation at 3:40 am from ABQ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 5 |
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.