Cessna 172M accident near Albuquerque, New Mexico, May 17, 1998
On May 17, 1998 at about 9:20 pm local time, a Cessna 172M, registered N64015, was destroyed in an accident near Albuquerque, New Mexico (Albuquerque International airport). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight instructor's failure to maintain directional control of the aircraft. Factors were crosswind, high wind conditions, insufficient demonstrated crosswind component information provided by the manufacturer, and insufficient aircraft standards/requirements by the FAA.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 17, 1998 · about 9:20 pm local time
- Place
- Albuquerque, New Mexico · Albuquerque International · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N64015 · no longer on the register · serial 17264962
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While on final approach to runway 17, the instructor took control of the aircraft due to strong winds and turbulence. Immediately after touchdown, a strong gust of wind lifted the right wing and the aircraft rolled to the left. He applied full power in an attempt to go-around, but the aircraft was unable to climb and departed the left side of the runway. The instructor maneuvered the aircraft to remain north of runway 26 due to landing and departing traffic, and attempted to pass between a storage tank and a shed. While airborne, the main right gear impacted a metal pipe and the aircraft struck a fire extinguisher on a hand cart, and the aircraft came to rest in a drainage ditch. Winds at the time of the accident were reported from 210 degrees at 16 knots, gusting to 35 knots. According to the aircraft owner's manual regarding crosswind landings, 'The maximum allowable crosswind velocity is dependent upon pilot capability rather than aircraft limitations. With average pilot technique, direct crosswinds of 15 knots can be handled with safety.' No demonstrated crosswind component and limit is provided by the manufacturer, and none is required by the FAA.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 9,100 hours in all; 3,000 in this make and model; 159 in the last 90 days; 64 in the last 30 days; 9,000 as pilot in command; 2,050 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,078 hours
- Last inspection: 100-hour inspection, May 5, 1998; 65 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-E2D (piston); 0 hours total
The flight
- Departed from: 4AC Coronado NM at 9:05 pm
- Destination: ABQ
- Flight plan: none
- Runway 17, 10,010 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 210° at 16 knots, gusting 35
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 27°F (-3°C)
- Altimeter: 30.00 inHg
- Observation at 9:12 pm from ABQ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.