Piper PA-28-181 accident near Spanish Fork, Utah, December 26, 2002
On December 26, 2002 at about 4:45 pm local time, a Piper PA-28-181, registered N75337, was substantially damaged in an accident near Spanish Fork, Utah. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate preflight planning and preparation and his in-flight decision/planning resulting in fuel exhaustion. A contributing factor was the rough, frozen terrain at the landing site.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 26, 2002 · about 4:45 pm local time
- Place
- Spanish Fork, Utah · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-181 · all PA-28-181s on the register
- Registration
- N75337 · no longer on the register · serial 28-7690332
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed, with full fuel tanks, to visit family members for Christmas. During his return trip aircraft preflight, he visually checked the fuel tanks and fuel gauges. "One registered just under 20 gallons and the other 15 gallons." He did not take on additional fuel before departure. The pilot said the engine lost power approximately half way home. He said he enriched the mixture, activated the electric fuel pump, and switched fuel tanks. The engine's power increased. The pilot said he decided to head toward Spanish Fork Canyon. Shortly thereafter, with the Spanish Fork Airport in sight, the engine again lost power. The pilot performed a forced landing to an open field. During the landing roll, the airplane nosed over. Postaccident examination of the terrain revealed that it was frozen hard. An FAA inspector retrieved approximately 1/4 cup of fuel from one fuel tank, and he reported the other tank was empty. The inspector also said the fuel strainers were clean, but dry.
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; instrument: airplane
- Flight time: 185 hours in all; 22 in this make and model; 30 in the last 90 days; 8 in the last 30 days; 138 as pilot in command
- Last flight review: August 5, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 11,211 hours
- Last inspection: 100-hour inspection, November 26, 2002; 32 hours since
- Maximum gross weight: 1,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Textron Lycoming O-360-A4M (piston); 0 hours total
The flight
- Departed from: BDG Blanding UT at 1:45 pm
- Destination: SLC Salt Lake City UT
- Flight plan: not recorded
Weather at the time
- Light: daylight
- Wind: from 170° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 21°F (-6°C), dew point 16°F (-9°C)
- Altimeter: 30.30 inHg
- Observation at 4:55 pm from PVU, 5 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.