New Piper PA46 350P accident near Salt Lake City, Utah, November 23, 2013
On November 23, 2013 at about 5:00 pm local time, a 2006 New Piper PA46 350P, registered N3151G, was substantially damaged in an accident during landing (flare/touchdown) near Salt Lake City, Utah (Salt Lake City Intl airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to extend the landing gear before landing. Contributing to the accident was the pilot's improper use of the checklist.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 23, 2013 · about 5:00 pm local time
- Place
- Salt Lake City, Utah · Salt Lake City Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- New Piper PA46 350P 350P, built 2006 · all PA46 350Ps on the register
- Registration
- N3151G · registry record · serial 4636390
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he was asked by air traffic control to enter a right base, crossing in front of a passenger jet on final approach to another runway. The pilot further stated that he accepted this option and did not feel rushed; however, in doing so, it interrupted him from his typical traffic pattern entry and checklist usage, which resulted in him not extending the landing gear. The airplane subsequently landed gear up which resulted in substantial damage to the fuselage. The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
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
- Landing gear not configured during landing (flare/touchdown) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Forgotten action/omission › Pilot
- cause Aircraft › Aircraft systems › Landing gear system › (general) › Not used/operated
- factor Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 601.5 hours in all; 192.3 in this make and model; 32.9 in the last 90 days; 10.1 in the last 30 days; 521.5 as pilot in command
- Last flight review: June 7, 2013
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,082 hours
- Last inspection: annual inspection, May 8, 2013
- Maximum gross weight: 4,340 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540 (piston); 460 hours total
The flight
- Departed from: SLC Salt Lake City UT at 4:30 pm
- Destination: SLC Salt Lake City UT
- Flight plan: none
- Runway 17, 9,596 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 3 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 20,000 ft; a few clouds at 11,000 ft
- Temperature: 37°F (3°C), dew point 10°F (-12°C)
- Altimeter: 30.26 inHg
- Observation at 4:53 pm from SLC
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.
Other NTSB records under N3151G the same tail number, which may have belonged to a different aircraft at the time
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.