Cessna 172Q accident near Fruitland, Utah, March 16, 2002
On March 16, 2002 at about 1:50 am local time, a Cessna 172Q, registered N66076, was destroyed in an accident near Fruitland, Utah. It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to apply carburetor heat. Contributing factors included carburetor icing conditions, the unavailability of suitable terrain on which to make a forced landing, and night conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 16, 2002 · about 1:50 am local time
- Place
- Fruitland, Utah · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172Q · all 172Qs on the register
- Registration
- N66076 · no longer on the register · serial 17275960
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot purchased 36 gallons of avgas at 1813 and departed the airport approximately 1830. Approximately 1850, while in cruise flight, the engine "sputtered and ran rough then quit." During descent, severe turbulence was encountered and the airplane possibly entered a spin. The pilot sighted a clearing and made a forced landing in deep snow and at night. There was no odor of fuel or fuel stains at the accident site. When the airplane was removed from the site, about two or three gallons of fuel leaked onto the floor of the trailer. At the salvage yard, water was used to fill both fuel tanks. Neither integral fuel tank was breached. The fuel vent lines, check valve, fuel selector valve, fuel supply lines, and auxiliary fuel pump were unremarkable. The gascolator was not damaged and contained no fuel. The fuel screen was clean and free of debris. There were no fuel stains anywhere on the airframe. About two ounces residual fuel were drained from the carburetor. According to the engine manufacturer's investigator, "the spark plugs and exhaust system gas path exhibited dark black coloration consistent with engine operation at rich fuel/air mixture operation." Weather recorded at a remote station near the accident site was as follows: temperature, 23 degrees F.; dew point, 16 degrees F.; relative humidity, 74%; wind, 070 degrees at 6 miles per hour, gusting to 10 miles per hour. According to the "Icing Probability Chart," conditions were conducive for the formation of carburetor ice in glide and cruise power configurations.
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: 160 hours in all; 160 in this make and model; 15 in the last 90 days; 5 in the last 30 days; 120 as pilot in command; 40 on instruments
- Last flight review: November 12, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 9,485 hours
- Last inspection: annual inspection, February 21, 2002; 14 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4N (piston); 0 hours total
The flight
- Departed from: 74V Roosevelt UT at 1:30 am
- Destination: 36U Heber City UT
- Flight plan: none
Weather at the time
- Light: night
- Wind: from 070° at 6 knots, gusting 10
- Visibility: 7 statute miles
- Temperature: 73°F (23°C), dew point 61°F (16°C)
- Observation at 1:35 am from RVZU, 16 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.
Other NTSB records under N66076 the same tail number, which may have belonged to a different aircraft at the time
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.