Columbia Aircraft Mfg LC41-550FG accident near Albuquerque, New Mexico, March 6, 2026
On March 6, 2026 at about 6:36 pm local time, a 2006 Columbia Aircraft Mfg LC41-550FG, registered N2516S, was substantially damaged in an accident during approach (VFR pattern base) near Albuquerque, New Mexico. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 6, 2026 · about 6:36 pm local time
- Place
- Albuquerque, New Mexico · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Columbia Aircraft Mfg LC41-550FG, built 2006 · all LC41-550FGs on the register
- Registration
- N2516S · registry record · serial 41570
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On March 6, 2026, about 1136 mountain standard time (MST), a Columbia Aircraft LC41-550FG, N2516S, was substantially damaged when it was involved in an accident in Albuquerque, New Mexico. The airplane was on an instrument flight rules flight plan from Wichita Dwight D Eisenhower National Airport (ICT), Wichita, Kansas to Albuquerque International Sunport (KABQ), Albuquerque, New Mexico. The pilot and the passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. A review of preliminary ADS-B data from the FAA revealed that the pilot departed Wichita Dwight D Eisenhower National Airport (ICT), Wichita, Kansas, about 0922 central standard time. The airplane flew west and climbed to a maximum cruise altitude of about 12,000 ft mean sea level (msl). At 1127 MST, the airplane turned left to the south and started a descent towards ABQ. At 1132, the pilot reported to air traffic control that he was losing power and subsequently declared an emergency about 5 miles north-northeast from the departure end of runway. The pilot's last transmission was captured at 1138 and advised the controller that he was looking for an area to initiate an emergency landing. A security camera showed the airplane impact a large tree at a level attitude located on a golf course about 3.3 nm northeast of ABQ. Multiple broken branches were found at the base of the tree, which was also the airplane’s first identified point of contact (FIPC). After the airplane came to rest, witnesses confirmed that the pilot was in the left seat and the passenger was in the right seat. All major components of the airplane were located within the debris field. The debris field was about 390 ft long and on a directional heading of about 197° magnetic. The first ground scar was located about 200 ft south of the FIPC. Multiple ground scars extended forward from the FIPC and were consistent with impact from the leading edge of the right wing. Three propeller strikes and a large ground scar, consistent with the impact of the engine, were located about 253 ft and 257 ft away from the FIPC, respectively. The airplane came to rest at an elevation of 5,416 ft msl and on a magnetic heading of 090°, about 347 ft from the FIPC. (See Figure 1). Figure 1. View of accident site on Google Earth with ADS-B flight track overlay Postaccident examination of the airframe confirmed flight control continuity from the cockpit side stick controls to each respective flight control surface through fractures in the elevator and aileron push/pull rods. The rudder control cables remained intact from the cockpit rudder pedals to the rudder bellcrank. Fluid consistent in appearance and odor with 100LL aviation grade gasoline was collected from multiple locations and was retained. The wreckage was recovered to a secure facility for further examination.
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
What happened, in order
- Loss of engine power (total) during approach (VFR pattern base) defining event
The aircraft
- Seats: 4
- Landing gear: fixed
- Operator: Col4 Training LLC
The flight
- Departed from: ICT Wichita KS at 3:22 pm
- Destination: ABQ Albuquerque NM
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 270° at 16 knots, gusting 20
- Visibility: 10 statute miles
- Sky: scat at 7,000 ft
- Temperature: 48°F (9°C), dew point 19°F (-7°C)
- Altimeter: 29.92 inHg
- Observation at 11:00 am from KABQ, 4 miles away
Weather report (METAR): METAR KABQ 061752Z 27016G20KT 10SM SCT070 09/M07 A2992 RMK AO2 SLP094 T00941072 10094 20061 51009 $
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 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 N2516S the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number WPR26FA120.