Amateur-built PULSAR accident near West Jordan, Utah, October 4, 2011
On October 4, 2011 at about 7:15 pm local time, a amateur-built PULSAR, registered N91BV, was substantially damaged in an accident during initial climb near West Jordan, Utah (South Valley Regional airport). It was a personal 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 pilot’s failure to maintain sufficient airspeed and airplane control while initiating a turn during the initial climb after takeoff in a high density altitude environment, above the airplane’s maximum allowable gross weight, and with an overly rich fuel-air mixture due to improper carburetor maintenance.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 4, 2011 · about 7:15 pm local time
- Place
- West Jordan, Utah · South Valley Regional · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built PULSAR
- Registration
- N91BV · no longer on the register · serial 146
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
On the morning of the accident, the pilot and the new owner arrived at the airport to pick up the airplane. The previous owner saw that their total weight was greater than he had been told during an earlier inquiry and advised the flight instructor and the new owner that their total weight might put the airplane near its maximum allowable gross weight. He also advised them not to add any more fuel than was already onboard, and then handed them the weight and balance sheet for the airplane. Subsequently, witnesses saw the airplane take off and ascend at an extremely low rate of climb. When another pilot waiting to take off asked whether they were having any technical difficulties, the accident pilot responded that there was nothing wrong but that it was just a “weak airplane.” About 1/2 mile after passing the departure end of the runway, the pilot initiated a right turn but failed to maintain sufficient airspeed, resulting in the airplane stalling and descending into the terrain. The postaccident investigation determined that the airplane was being operated above its maximum allowable gross weight and that it was being operated in a density altitude that was 2,120 feet higher than the field elevation. An engine teardown examination determined that both of its carburetors had jet needles installed that produced a richer-than-normal fuel-air mixture. This was due to an incorrect reassembly after an overhaul of the carburetors. The weight of the airplane, the high density altitude, and the overly rich fuel-air mixture most likely combined to significantly reduce the performance of the airplane.
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
- Loss of control in flight during initial climb defining event
- Aerodynamic stall/spin during initial climb
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High density altitude › Contributed to outcome
- cause Aircraft › Aircraft oper/perf/capability › Aircraft capability › Maximum weight › Capability exceeded
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Maintenance personnel
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel control/carburetor › Incorrect service/maintenance
- Personnel issues › Task performance › Planning/preparation › Weight/balance calculations › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,100 hours in all; 100 in the last 90 days
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: unk
- Injury: fatal
The aircraft
- Airframe total time: 248 hours
- Last inspection: condition inspection, June 30, 2011; 1 hours since
- Maximum gross weight: 1,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 582-90 (piston); 0 hours total
The flight
- Departed from: U42 West Jordan UT at 7:14 pm
- Destination: U14 Nephi UT
- Flight plan: none
- Runway 16, 5,860 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 14 knots, gusting 19
- Visibility: 10 statute miles
- Sky: a few clouds at 6,000 ft
- Temperature: 73°F (23°C), dew point 46°F (8°C)
- Altimeter: 29.86 inHg
- Observation at 6:53 pm from KSLC, 10 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
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.