Piper PA-28-140 accident near Wendover, Utah, November 19, 2000
On November 19, 2000 at about 9:00 pm local time, a Piper PA-28-140, registered N6355R, was substantially damaged in an accident near Wendover, Utah. It was a personal 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
a forced landing to unsuitable terrain due to a loss of engine power as a result of carburetor icing. Factors were insufficient weather information regarding carburetor icing in the pilot's operating handbook for the aircraft and delay by the pilot in applying carburetor heat.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 19, 2000 · about 9:00 pm local time
- Place
- Wendover, Utah · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N6355R · no longer on the register · serial 28-21525
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While on a cross-country flight, the pilot initiated descent for arrival at his destination by reducing power. When he added power at the completion of the descent, the engine failed to respond and an off airport landing was made to unsuitable terrain. At the time the temperature was 34, the dew point 21, and skies were clear. The pilot's operating handbook did not contain a carburetor-icing chart and the procedures directed the pilot to use carburetor heat "as required." According to information developed by the Canadian Ministry of Transport, the temperature/dew point were in the carburetor icing range for both cruise and idle power and carburetor heat must be applied whenever power is reduced to provide adequate anti-icing protection.
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: 120 hours in all; 95 in this make and model; 70 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,600 hours
- Last inspection: annual inspection, August 1, 2000; 40 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: U42 Salt Lake City UT at 8:00 pm
- Destination: ENV UT
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 9:35 pm from ENV, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
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.