Cessna 411 accident near Lehi, Utah, July 30, 1992
On July 30, 1992 at about 11:45 pm local time, a Cessna 411, registered N136CH, was substantially damaged in an accident near Lehi, Utah. It was a ferry flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE BY THE PILOT TO MAINTAIN AIRSPEED ABOVE VMC, RESULTING IN LOSS OF CONTROL IN FLIGHT, AND HIS FAILURE TO LOWER THE FLAPS AND LANDING GEAR FOR THE FORCED LANDING. A FACTOR RELATING TO THE ACCIDENT WAS THE PILOT'S DECISION TO PERFORM FUEL SYSTEM CHECKS IN FLIGHT AT A LOW ALTITUDE AGL.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 30, 1992 · about 11:45 pm local time
- Place
- Lehi, Utah · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 411 · all 411s on the register
- Registration
- N136CH · registry record · serial 4110116
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT WAS FERRYING THE ACFT BACK TO BASE AFTER ANNUAL INSPECTION AND WAS PERFORMING FUEL SYSTEM CHECKS AT A LOW ALTITUDE AGL WHEN THE RIGHT ENGINE QUIT. HE LOST ALTITUDE AND AIRSPEED WHILE ATTEMPTING TO RESTART THE ENGINE, AND THE ACFT STARTED TO ROLL WHEN HE INCREASED POWER ON THE LEFT ENGINE. HE REDUCED THE LEFT THROTTLE AND MADE A FORCED LANDING IN AN OPEN FIELD WITH THE LANDING GEAR AND FLAPS RETRACTED.
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; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,008 hours in all; 220 in this make and model; 75 in the last 90 days; 16 in the last 30 days; 961 as pilot in command; 28 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,710 hours
- Last inspection: annual inspection, July 30, 1992; 1 hours since
- Maximum gross weight: 6,500 lb
- Seats: 8
- Landing gear: retractable
- Engine: Continental GTSIO-520-C7 (piston); 0 hours total
- Operator: Jump West, INC.
The flight
- Departed from: SLC Salt Lake City UT at 11:30 pm
- Destination: UT10 Cedar Fort UT
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 320° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number SEA92LA170.