Piper PA-24-250 accident near Ogden, Utah, November 2, 2004
On November 2, 2004 at about 11:55 pm local time, a Piper PA-24-250, registered N7852P, was substantially damaged in an accident near Ogden, Utah (Ogden-Hinckley airport). It was an instructional 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 loss of engine power due to carburetor icing. Contributing factors include the weather conditions conducive for carburetor icing, and a lack of suitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 2, 2004 · about 11:55 pm local time
- Place
- Ogden, Utah · Ogden-Hinckley · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-250 · all PA-24-250s on the register
- Registration
- N7852P · no longer on the register · serial 24-3075
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported engine problems while on approach to the airport. During the forced landing, the airplane impacted a berm, and tall brush, causing substantial damage. A postaccident examination of the engine on the day of the accident revealed that the air box around the carburetor contained a small amount of water. The routine weather report taken at 1653 reported the temperature as 42 degrees Fahrenheit (F) and the dewpoint as 25 degrees F. According to the carburetor icing chart, conditions were conducive for icing at glide and cruise power. In addition, several other pilots flying in the area at the time of the accident reported experiencing carburetor icing.
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,722 hours in all; 59 in this make and model; 201 in the last 90 days; 69 in the last 30 days; 1,647 as pilot in command; 1,178 on instruments
- Last flight review: September 16, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: serious injuries
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 800 hours in all; 40 in the last 90 days; 25 in the last 30 days; 100 as pilot in command
- Last flight review: October 7, 2004
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,825 hours
- Last inspection: annual inspection, November 25, 2003; 82 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-A1D5 (piston); 0 hours total
The flight
- Departed from: OGD Ogden UT at 10:30 pm
- Destination: OGD Ogden UT
- Flight plan: not recorded
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 25°F (-4°C)
- Altimeter: 30.36 inHg
- Observation at 11:53 pm from OGD, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.