Franklin GLASAIR II accident near Spanish Fork, Utah, March 12, 2013
On March 12, 2013 at about 8:30 pm local time, a 1994 Franklin GLASAIR II, an amateur-built aircraft,, registered N61RA, was substantially damaged in an accident during enroute (descent) near Spanish Fork, Utah (Spanish Fork-Springville 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
A loss of engine power due to fuel starvation, which likely resulted from air being introduced into the fuel system through the worn shaft of an electric fuel boost pump.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 12, 2013 · about 8:30 pm local time · cases in 2013
- Place
- Spanish Fork, Utah · Spanish Fork-Springville · cases near this airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Franklin GLASAIR II, built 1994, amateur-built
- Registration
- N61RA · registry record · serial 761
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the en route portion of the flight, the airplane experienced fuel flow problems, which were temporarily alleviated when the fuel system boost pump was on the high-boost setting. As the pilot neared the destination airport, he reduced the engine power; the engine experienced a total loss of power. The pilot performed a forced landing in a field about 1,500 feet from the runway. During the landing roll, the airplane nosed over inverted, and the wings separated from the fuselage. The postaccident examination of the airplane revealed that the electric boost pump would operate when the high-boost switch was selected. However, when the low-boost switch was selected, it would not operate due to a malfunctioning resistor. The significance of the anomalies with the electric boost pump on the overall fuel flow to the engine is unknown because the engine-driven fuel pump was functionally tested and was capable of providing adequate fuel delivery. Further testing revealed that when the electric boost pump was turned off and under suction, as would occur when the engine-driven pump was trying to draw fuel without the use of the electric boost pump, the electric boost pump introduced air into the fuel system through the worn shaft on the pump. The air would likely hinder the engine-driven pump from producing enough suction and starve the engine of fuel.
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 engine power (total) during enroute (descent) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Fuel system › Fuel pressure › Malfunction other cases naming the fuel system
- cause Aircraft › Aircraft systems › Fuel system › Fuel pumps › Malfunction other cases naming the fuel system
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 1,050 hours in all; 57 in this make and model; 863 as pilot in command
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 109 hours
- Last inspection: condition inspection, September 12, 2012; 18 hours since
- Maximum gross weight: 2,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Teledyne Continental Motors TSIO-360-GB1 (piston); 1,228 hours total
The flight
- Departed from: LAS Las Vegas NV at 8:00 pm
- Destination: U77 Spanish Fork UT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 15,000 ft; scat at 800 ft
- Temperature: 55°F (13°C), dew point 30°F (-1°C)
- Altimeter: 30.28 inHg
- Observation at 8:55 pm from PVU, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on September 15, 2014. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Examination Report | PDF, 4 pages | View Download |
| 3 | Continental Motors Inc. Examination Report | PDF, 22 pages | View Download |
| 4 | Continental Motors Inc. Mi Fuel System Analytical Report | PDF, 17 pages | View Download |
| 5 | Statement of Party Representatives to NTSB Investigation | PDF, 14 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N61RA on the register today · the tail number may have moved to another aircraft since
- Franklin 7 aircraft on the register
- Engine: Teledyne Continental Motors TSIO-360-GB1 1,907 aircraft carry this series today · as the NTSB recorded it
- Harry Reid International · departed from
- Accidents and incidents in Utah 1,440 since 1982 · 263 in the last ten years
- Utah 8,353 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/WPR13LA147.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.