Piper PA-28-150 accident near Bountiful, Utah, June 11, 1996
On June 11, 1996, a Piper PA-28-150, registered N5172W, was substantially damaged in an accident near Bountiful, Utah (Bountiful Skypark airport). It was a personal 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
inadequate fuel management by the student pilot, which resulted in fuel starvation, due to an improperly positioned fuel selector. Factors relating to the accident were: the pilot's inadequate remedial action, and a ditch in the emergency landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 11, 1996
- Place
- Bountiful, Utah · Bountiful Skypark · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-150 · all PA-28-150s on the register
- Registration
- N5172W · registry record · serial 28-203
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot stated that during his preflight inspection, there were 'over 20 gallons' of automotive fuel in the aircraft's left tank and 5.5 gallons in the right tank. The aircraft was modified per FAA supplemental type certificate to run on automotive fuel. The pilot stated that the aircraft's fuel selector was in the right tank position when he entered the aircraft, and although he believed he switched it to left tank before the flight, he was not certain of this. The pilot said that intermittent power interruptions started immediately after lift-off and worsened in the right-hand traffic pattern; the engine stopped completely, when he turned base. The pilot did not recall attempting to switch fuel tanks during the event. The aircraft landed about 300 yards short of the runway and struck a ditch. Two tablespoons of automotive fuel were found in the carburetor float bowl after the accident; the engine was later successfully test-run. An individual who entered the aircraft and shut off its fuel selector valve after the accident stated he switched the valve from a position 'clockwise to the right' to OFF. The last documented annual inspection of the aircraft was in 1993.
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: student
- Flight time: 57 hours in all; 49 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,356 hours
- Last inspection: 100-hour inspection, June 26, 1995; 66 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 0 hours total
The flight
- Departed from: BTF at 11:50 pm
- Flight plan: none
- Runway 34, 4,700 ft by 70 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 8 knots
- Visibility: 15 statute miles
- Sky: scat at 25,000 ft
- Temperature: 91°F (33°C), dew point 43°F (6°C)
- Altimeter: 29.00 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.
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.