Event FTW98LA219

Factual narrative

On May 17, 1998, at 1520 mountain daylight time, a Cessna 172M, N64015, was destroyed when it collided with objects and terrain during landing at Albuquerque International Airport, Albuquerque, New Mexico. The commercial certificated flight instructor received minor injuries and his flight student was not injured. The airplane was being operated by Mountain Aviation Enterprises, Ltd., under Title 14 CFR Part 91. Visual meteorological conditions prevailed for the instructional flight which originated from Coronado Airport, Albuquerque, New Mexico, 15 minutes before the accident. No flight plan had been filed. According to the flight instructor, he and his flight student were practicing touch-and-go landings at Coronado Airport. After completing four landings, the wind became gusty and virga was visible in the area. The flight instructor made the decision to discontinue the lesson and return to Albuquerque International Airport. While on final approach to runway 17 at Albuquerque International Airport, 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 effort 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 still airborne, the main right gear impacted a metal pipe. Immediately after, the aircraft struck a fire extinguisher on a hand cart. The airplane came to rest inverted in a drainage ditch approximately 1800 feet from the centerline of the runway. 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 is provided. The manufacturer did not begin specifying demonstrated crosswind component values until 1980 year models and on. No crosswind limit has been established, nor is it required. Postaccident examination of the aircraft revealed that the nose and right main landing gear were separated from the aircraft, the propeller and cowling were bent, the front and rear windows were shattered, the right elevator was destroyed, the top of the rudder and right wing were bent, and both wing struts were broken. 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. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12