Piper PA-32-300 accident near Kanab, Utah, September 11, 2006
On September 11, 2006 at about 10:15 pm local time, a Piper PA-32-300, registered N4202R, was substantially damaged in an accident near Kanab, Utah (Deer Springs Ranch Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control during the takeoff roll. Contributing factors were the rough/uneven conditions of the dirt runway, the wind gusts, and the berms and ditches on both sides of the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 11, 2006 · about 10:15 pm local time
- Place
- Kanab, Utah · Deer Springs Ranch Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-300 · all PA-32-300s on the register
- Registration
- N4202R · no longer on the register · serial 32-40543
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was taking off on runway 17, which was made of rough dirt/gravel with drainage ditches and berms on both sides. He said the wind was from the south at approximately 5 knots. He said that as the airplane approached rotation speed, a gust of wind from the west lifted the right wing. He said the airplane was pushed off the left side of the runway, and when he corrected back, the airplane continued off the right side striking the adjacent berm. The right main landing gear was bent outboard, and the left main and nose wheel landing gear both separated from the aircraft. The airplane came to rest on its belly, on the left side of the runway facing north. The pilot said that after he exited the airplane, he noticed that the wind was now out of the north at approximately 5 knots. He also observed several dust devils on the runway. The insurance adjuster said that the engine firewall, both wing assembles, both ailerons and flaps, the empennage, and the horizontal stabilizer needed to be replaced.
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: private
- Ratings: single-engine land
- Flight time: 597 hours in all; 177 in this make and model; 6 in the last 90 days; 3 in the last 30 days; 349 as pilot in command
- Last flight review: February 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,877 hours
- Last inspection: annual inspection, May 1, 2006; 15 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming TIO-540 (piston); 0 hours total
The flight
- Departed from: UT30 Kanab UT at 10:15 pm
- Destination: Unknown
- Flight plan: none
- Runway 17, 8,920 ft by 30 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 090° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 32°F (0°C)
- Altimeter: 30.35 inHg
- Observation at 9:53 pm from BCE, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.