Piper PA-18-150 accident near Holden, Utah, October 10, 1996
On October 10, 1996 at about 1:55 pm local time, a Piper PA-18-150, registered N91017, was destroyed in an accident near Holden, Utah. It was a public-use flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The first pilot's failure to maintain adequate airspeed while maneuvering the airplane in close proximity to the ground. This subsequently led to an aerodynamic stall and uncontrolled descent into the ground. Factors contributing to the accident include the lack of adequate altitude to recover from the stall, the pilot's failure to operate the airplane within its published weight and balance envelope, and high density altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 10, 1996 · about 1:55 pm local time
- Place
- Holden, Utah · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-150 · all PA-18-150s on the register
- Registration
- N91017 · no longer on the register · serial 18-8109062
- Damage
- Destroyed
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The first pilot, seated in the front seat of the public use airplane, was banking the airplane to the left while flying in close proximity to the ground over an open field in pursuit of running coyote. The first pilot was in the second phase of an agency training program. The second pilot, acting as a part-time instructor pilot/gunner and seated in the rear seat, was pointing a shotgun outside the airplane in an attempt to kill the coyote as per the agency's aerial hunting program. The airplane aerodynamically stalled during the maneuver and entered an uncontrolled descent; it impacted the ground in a near-vertical, inverted attitude and was destroyed. An examination of the airframe and engine did not reveal any evidence of preimpact mechanical malfunctions. The airplane was about 75 pounds over its published maximum gross weight, and the density altitude was about 6,500 feet during the accident. Unapproved modifications to the airplane and inadequate maintenance record keeping by the operator were found during the investigation. The second pilot's throttle handle was not installed in the throttle control at the time of the accident.
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: single-engine land
- Flight time: 587 hours in all; 461 in this make and model; 50 in the last 90 days; 27 in the last 30 days; 550 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 8,016 hours
- Last inspection: annual inspection, July 18, 1996; 72 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-B2B (piston); 0 hours total
The flight
- Departed from: DTA Delta UT at 1:30 pm
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 60 statute miles
- Sky: clear
- Temperature: 59°F (15°C), dew point 27°F (-3°C)
- Altimeter: 30.00 inHg
- Observation at 2:47 pm from CDC, 75 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.