Piper PA-25-235 accident near Wendover, Utah, April 26, 1999
On April 26, 1999 at about 9:15 pm local time, a Piper PA-25-235, registered N906DS, was substantially damaged in an accident near Wendover, Utah (Wendover Airport). It was a ferry 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 pilot's improper preflight/in-flight planning and decision making, resulting in fuel supply exhaustion. A factor was the closed runway condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 26, 1999 · about 9:15 pm local time
- Place
- Wendover, Utah · Wendover Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-25-235 · all PA-25-235s on the register
- Registration
- N906DS · registry record · serial 25-4906
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While inbound to land at Wendover Airport, the pilot was advised that the airport was temporarily closed due to equipment on the runway. The pilot observed that the fuel tank was indicating 6 to 8 gallons remaining. He circled the airport for approximately 5 to 10 minutes, at which time the fuel gauge indicated zero. He advised the airport that he needed to land immediately, and they agreed to remove the equipment. While turning onto final approach for landing, the engine quit and the aircraft landed hard short of the runway. Several engine examinations were performed following the accident. During one exam, 3 gallons of fuel was added to the fuel tank and no leaks were observed. The fuel tank was also filled with water and again no leaks were found. In a third exam, the fuel tank was filled with 4 gallons of fuel. The engine was test run and no discrepancies were observed. According to FAA records, the pilot had two previous mishaps involving improper fuel management.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,792 hours in all; 300 in this make and model; 4,592 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: ctr
The aircraft
- Last inspection: annual inspection; 2 hours since
- Maximum gross weight: 2,900 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-540-B (piston); 0 hours total
The flight
- Departed from: BMC Brigham City UT at 7:40 pm
- Destination: ENV
- Flight plan: none
- Runway 12, 8,000 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 5 statute miles
- Sky: broken clouds at 9,000 ft; scat at 4,900 ft
- Temperature: 61°F (16°C), dew point 43°F (6°C)
- Altimeter: 29.00 inHg
- Observation at 9:15 pm from ENV
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.