Cessna T337G accident near Milford, Utah, October 3, 1994
On October 3, 1994 at about 7:33 pm local time, a Cessna T337G, registered N531J, was destroyed in an accident near Milford, Utah. It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S CONTINUED FLIGHT INTO ADVERSE WEATHER CONDITIONS, WHICH RESULTED IN AIRFRAME (STRUCTURAL) ICE, A LOSS OF CONTROL, AND SUBSEQUENT IN-FLIGHT BREAKUP OF THE AIRPLANE. A FACTOR RELATED TO THE ACCIDENT WAS: THE ICING/WEATHER CONDITION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 3, 1994 · about 7:33 pm local time
- Place
- Milford, Utah · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna T337G · all T337Gs on the register
- Registration
- N531J · no longer on the register · serial P3370138
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AT 1325 MDT, THE PILOT REPORTED AN ENCOUNTER WITH ICING CONDITIONS WHILE IN CRUISE FLIGHT AT FL190. ATC CLEARED HIM TO DEVIATE FROM COURSE AND ASSIGNED A BLOCK ALTITUDE OF FL190 TO FL210 SO THAT HE COULD CHANGE ALTITUDE. WHEN QUERIED, THE PILOT STATED THAT ABOUT 1/4 INCH OF RIME ICE HAD ACCUMULATED. AT 1332 MDT, THE PILOT TRANSMITTED AN UNINTELLIGIBLE REMARK ABOUT HIS GYRO INSTRUMENTS AND SAID HE WAS TURNING 'SOUTH TOWARD ST GEORGE.' SHORTLY THEREAFTER, HE TRANSMITTED THAT HE HAD LOST CONTROL AND THE AIRPLANE WAS GOING DOWN. THE AIRPLANE BROKE UP IN FLIGHT, AND WRECKAGE WAS FOUND SCATTERED OVER ABOUT A 1.2 MILE AREA. PIECES OF THE LEFT AILERON AND THE OUTER PORTION OF BOTH WINGS WERE FOUND AT THE FARTHEST POINT FROM THE RESTING PLACE OF THE MAIN WRECKAGE. AN EXAMINATION REVEALED THAT THE OUTER PORTION OF BOTH WINGS HAD SEPARATED IN A POSITIVE AND AFT DIRECTION. EXAMINATION OF THE AIRFRAME AND ENGINES DID NOT DISCLOSE ANY MECHANICAL PROBLEMS.
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; instrument: airplane
- Flight time: 1,500 hours in all; 159 in this make and model; 48 in the last 90 days; 17 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,393 hours
- Last inspection: annual inspection, May 27, 1994; 74 hours since
- Maximum gross weight: 4,700 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-360-C (piston); 0 hours total
The flight
- Departed from: 051 Lincoln CA at 7:28 pm
- Destination: U34 Green River UT
- Flight plan: VFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 0.2 statute miles
- Sky: not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.