Cessna 170 accident near Moab, Utah, August 4, 2017
On August 4, 2017 at about 1:50 am local time, a 1950 Cessna 170, registered N1214D, was substantially damaged in an accident during enroute (climb to cruise) near Moab, Utah (Canyonlands Field). 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 improper decision to depart in unfavorable weather conditions, which resulted in a hard, forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 4, 2017 · about 1:50 am local time
- Place
- Moab, Utah · Canyonlands Field · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 170 A, built 1950 · all 170s on the register
- Registration
- N1214D · no longer on the register · serial 19768
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he and his passenger were waiting in the fixed-base operator building for the storm system to pass. When the storm system appeared to have passed and the wind had calmed significantly, the pilot checked the Automated Surface Observing System and took off from runway 21. During the initial climb, the pilot observed "just beyond the end of the pavement was the obvious sign of a small microburst developing with blowing dust curling up in several different directions centered just to the right of the centerline, and it was growing spreading out quickly." The pilot was able to climb the airplane to about 400 ft before encountering wind at the departure end of the runway. He made a slight left turn to avoid power lines and performed a forced landing. The airplane landed hard and sustained substantial damage to both wings, the fuselage, and empennage. The Special METAR reported that, about the time of the accident, the wind was from 280° at 23 knots, gusting to 34 knots. The visibility was 10 statute miles with light rain. There were few clouds at 3,500 ft, and the ceiling was broken at 9,000 ft and 11,000 ft. The temperature was 84°F, and the dew point was 45°F. The altimeter setting was 30.06 inches of mercury. The peak wind was from 10° at 40 knots at 1903, and the wind shifted direction at 1910. The rain began at 1958 with trace precipitation. The density altitude was 7,164 ft. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
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
What happened, in order
- Windshear or thunderstorm during enroute (climb to cruise) defining event
- Off-field or emergency landing during landing
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Effect on operation
- Environmental issues › Conditions/weather/phenomena › Wind › Sudden wind shift › Effect on operation
- Environmental issues › Conditions/weather/phenomena › Wind › Downdraft › Effect on operation
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; rotorcraft: glider
- Flight time: 12,169 hours in all; 633 in this make and model; 130 in the last 90 days; 40 in the last 30 days; 7,968 as pilot in command; 925 on instruments
- Last flight review: June 13, 2017
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
Passenger
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 3,309 hours
- Last inspection: annual inspection, August 13, 2016
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-A (piston); 1,004 hours total
The flight
- Departed from: CNY Moab UT at 1:48 am
- Destination: U69 Duchesne UT
- Flight plan: none
- Runway 21, 7,100 ft by 75 ft
Weather at the time
- Light: dusk
- Wind: from 280° at 23 knots, gusting 34
- Visibility: 10 statute miles
- Sky: broken clouds at 9,000 ft; a few clouds at 3,500 ft
- Temperature: 84°F (29°C), dew point 45°F (7°C)
- Altimeter: 30.05 inHg
- Observation at 1:30 am from KCNY, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on January 30, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Pilot's Statement and Recommendations | PDF, 4 pages | View Download |
| 3 | Density Altitude | PDF, 1 page | View Download |
| 4 | Photos (Courtesy of Pilot) | PDF, 3 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.