Amateur-built TE-1 accident near Alamogordo, New Mexico, September 6, 1998
On September 6, 1998 at about 4:35 pm local time, a amateur-built TE-1, registered N6EZ, was destroyed in an accident near Alamogordo, New Mexico (Alamogordo-White Sands Re airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper maintenance procedures (failure to preserve the engine during numerous storage periods over 30 days) and the lack of suitable terrain for a forced landing. Factors were the pilot's lack of experience in type of aircraft and the high density altitude weather conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 6, 1998 · about 4:35 pm local time
- Place
- Alamogordo, New Mexico · Alamogordo-White Sands Re · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built TE-1
- Registration
- N6EZ · no longer on the register · serial 101
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had just purchased the airplane (2 hours flight experience in make and model; total flight time 118 hours) and was departing Alamogordo (elevation 4,197 feet; density altitude 6,741) for the cross-country trip home to California. The pilot reported that he performed a 'long engine run-up' and that the airplane 'lost power right after takeoff.' The airplane came to rest approximately 480 feet from the runway in rough, high vegetated terrain. The takeoff had been attempted at a weight of 1,431 pounds, and the designer recommended a maximum takeoff weight of 1,325 pounds. The engine was 29 years old with numerous time periods of storage with no documentation of preservation or overhaul according to manufacturer's recommendations. The engine was examined at the factory and the pistons revealed worn rings, heavy blow-by signatures, and scuffing on the piston skirts. The #3 piston had a record of low compression and exhibited black carbon deposits on top.
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: 118 hours in all; 2 in this make and model; 13 in the last 90 days; 10 in the last 30 days; 87 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 725 hours
- Last inspection: annual inspection, September 4, 1998; 3 hours since
- Maximum gross weight: 1,325 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming O-235-C2C (piston); 0 hours total
The flight
- Departed from: ALM at 5:30 pm
- Destination: F70 Murrieta/Temecu CA
- Flight plan: none
- Runway 21, 7,005 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 5:45 pm from ALM
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.