Piper PA 28R-200 accident near West Jordan, Utah, August 11, 2017
On August 11, 2017 at about 11:55 pm local time, a 1975 Piper PA 28R-200, registered N33732, 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 had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to account for operation at high density altitude at or near the airplane’s maximum gross weight, which led to degraded engine performance and prevented the airplane from achieving an adequate airspeed for a positive rate of climb, resulting in a forced off-airport landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 11, 2017 · about 11:55 pm local time
- Place
- West Jordan, Utah · South Valley Regional Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 28R-200 200, built 1975 · all PA 28R-200s on the register
- Registration
- N33732 · no longer on the register · serial 28R-7535183
- 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 in preparation for the cross-country flight, he performed a weight and balance calculation and determined that the weight was just below maximum gross weight. The weather advisory from 25 minutes before the accident, the density altitude was 7,400 ft. Before takeoff, he performed run-up checks and leaned the mixture. The pilot stated that after the airplane lifted off, the airplane climbed about 80 mph to about 350 ft to 400 ft above ground level then stopped climbing; the airspeed would not increase above 80 mph and the stall indication light was on. The pilot lowered the nose of the airplane a little to gain additional airspeed, but the airspeed did not increase above 80 mph. The pilot attempted to return to the airport, but about 30° into a right downwind turn, the airplane began to lose altitude, and to the airplane would not reach the runway. The pilot flew under power lines and subsequently landed the airplane in an uneven open field, which resulted in substantial damage to the airplane's left wing. An examination and successful engine run revealed no evidence of a mechanical failure or malfunction that would have precluded normal operation. It is likely that with the airplane at or near gross weight and was taking off at a high density altitude, which would degrade engine performance; thus, the airplane was not able to attain an airspeed sufficient to maintain a positive climb rate.
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
- Miscellaneous/other during initial climb defining event
- Preflight or dispatch event during prior to flight
- Off-field or emergency landing during emergency descent
- Miscellaneous/other during approach
The NTSB's findings
- cause Personnel issues › Task performance › Planning/preparation › Performance calculations › Pilot
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High density altitude › Effect on equipment
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Climb rate › Attain/maintain not possible
- Aircraft › Aircraft oper/perf/capability › Aircraft capability › Maximum weight › Related operating info
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 103 hours in all; 30 in this make and model; 21 in the last 90 days; 13 in the last 30 days; 62 as pilot in command
- Last flight review: January 27, 2017
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 6,303 hours
- Last inspection: annual inspection, July 19, 2016; 86 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO 360-CIC (piston); 1,317 hours total
The flight
- Departed from: U42 West Jordan UT at 11:45 pm
- Destination: CPR Casper WY
- Flight plan: VFR
- Runway 16, 5,862 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 120° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 54°F (12°C)
- Altimeter: 30.03 inHg
- Observation at 11:55 pm from U42, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
7 documents, released by the NTSB on September 8, 2020. 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 | Maps or Charts of Accident Area | PDF, 2 pages | View Download |
| 3 | Records of Conversation | PDF, 2 pages | View Download |
| 4 | Engine Examination Results | PDF, 2 pages | View Download |
| 5 | Climb Performance Chart | PDF, 1 page | View Download |
| 6 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
| 7 | Photo of Airplane at Accident Site | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.