Cessna 207A accident near Ogden, Utah, April 12, 1986
On April 12, 1986 at about 11:30 pm local time, a Cessna 207A, registered N1721Q, was substantially damaged in an accident near Ogden, Utah. It was a business flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 12, 1986 · about 11:30 pm local time
- Place
- Ogden, Utah · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 207A · all 207As on the register
- Registration
- N1721Q · no longer on the register · serial 20700784
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ACFT WAS EN ROUTE TO SLC WHERE IT WAS TO BE PUT ON STATIC DISPLAY WITH OTHER ACFT EQUIPPED WITH SOLOY-CONVERSIONS (ALLISON 250-C20S TURBOSHAFT ENGINE INSTALLATION). DURING DESCENT THROUGH 12,000 FT INTO SLC AREA ENG FLAMED OUT AND THE PROP AUTO-FEATHERED. PLT RESTARTED ENG BUT WHEN HE TRIED TO ADVANCE POWER ENG SURGED AND QUIT. PLT RESTARTED ENG AND TURNED ON ENG ANTI-ICE. WHEN POWER WAS ADVANCED ENG SURGED AND QUIT. PLT RESTARTED ENG. HE APPLIED ALTERNATE AIR. WHEN POWER WAS ADVANCED ENG SURGED AND POWER DROPPED TO IDLE. PLT TURNED OFF ENG ANTI-ICE AND ALTERNATE AIR, PULLED AUTO FEATHER CIRCUIT BREAKER, SWITCHED START/MOTOR SWITCH TO START, AN TRIED TO ADVANCE POWER. ENG CONTINUED TO SURGE. PLT MADE FORCED LANDING ON MUD FLAT IN GREAT SALT LAKE. DISASSEMBLY/EXAMINATION OR CHECK/TEST ENG, FUEL CONTROL, POWER TURBINE GOVERNOR, AND FUEL REVEALED NO DISCREPANCIES. EXAMINATION OF FUEL FLOW TRANSDUCER REVEALED PARTIAL BLOCKAGE. BLOCKAGE WAS BLOWN OUT AND NEVER FOUND AND COULD NOT BE IDENTIFIED.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 12,691 hours in all; 191 in this make and model; 114 in the last 90 days; 86 in the last 30 days; 7,644 as pilot in command; 1,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 329 hours
- Last inspection: annual inspection, January 24, 1986; 66 hours since
- Maximum gross weight: 4,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Allison 250-C20S (turboprop); 0 hours total
- Operator: Soloy Conversion, LTD
The flight
- Departed from: BOI Boise ID at 8:30 pm
- Destination: SLC Salt Lake City UT
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 160° at 10 knots
- Visibility: 40 statute miles
- Sky: overcast at 12,000 ft; scat at 7,000 ft
- Temperature: 66°F (19°C), dew point 34°F (1°C)
- Observation at 11:50 pm from OGD, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.