Cessna 172F accident near Hurley, New Mexico, October 29, 1997
On October 29, 1997 at about 5:35 pm local time, a Cessna 172F, registered N8714U, was substantially damaged in an accident near Hurley, New Mexico (Grant County airport). It was an instructional 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 student pilot's failure to adequately compensate for the wind conditions. Factors included the gusty crosswind conditions and inadequate supervision of the student pilot's solo flight by his flight instructor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 29, 1997 · about 5:35 pm local time
- Place
- Hurley, New Mexico · Grant County
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172F · all 172Fs on the register
- Registration
- N8714U · no longer on the register · serial 1722618
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
As the student pilot flared for landing on runway 26, a 'violent wind' forced the airplane into a right bank and it drifted 'slightly off' the runway centerline. The pilot attempted to level the wings and correct with opposite rudder, but the airplane contacted the ground with its right wing. The pilot added power but the airplane contacted the runway in a nose down attitude. The wind was reported to be from 290 degrees at 13 knots, gusting to 19 knots. According to the Wind Component Graph, a 30 degree right quartering headwind between 13 and 19 knots will result in a crosswind component between 5 and 9 knots and a headwind component between 11 and 17 knots. According to the 1965 Cessna 172F Owner's Manual, 'The maximum allowable crosswind velocity is dependent upon pilot capability rather than airplane limitations. With average pilot technique, direct crosswinds of 15 MPH can be handled with safety.'
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: student
- Ratings: single-engine land
- Flight time: 44 hours in all; 25 in this make and model; 34 in the last 90 days; 14 in the last 30 days; 1 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,613 hours
- Last inspection: annual inspection, July 8, 1997; 31 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: SVC at 5:30 pm
- Flight plan: none
- Runway 26, 6,800 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 13 knots, gusting 19
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 34°F (1°C)
- Altimeter: 30.00 inHg
- Observation at 5:30 pm from SVC
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.