# NTSB DEN04LA123: Cessna 172P, N6249K, Spanish Fork, UT, August 13, 2004 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: August 13, 2004, 07:00 local (13:00 UTC) - Place: Spanish Fork, UT - Coordinates: 40.198612, -111.350555 - Nearby events: https://openairdocs.org/map.md?lat=40.1986&lon=-111.3506&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 4 serious - Status: Completed, report January 24, 2005 - Report: Approved by Office Director - Parties: FAA Flight Standards District Office - NTSB case key (mKey): 59912 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DEN04LA123 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/59912/pdf - Page: https://openairdocs.org/ntsb/DEN04LA123 ## Probable cause the pilot's improper inflight planning and decision making, and his failure to maintain terrain clearance. Contributing factors were his intentional low altitude flight and maneuvering, the aircraft's climb performance being exceeded, and the trees. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, maneuvering - in-flight planning/decision - improper, pilot in command (cause) - clearance - not maintained, pilot in command (cause) - low altitude flight/maneuver - intentional, pilot in command (contributing factor) - climb - inadequate (contributing factor) - aircraft performance,climb capability - exceeded (contributing factor) - object - tree(s) (contributing factor) - In flight collision with terrain/water, descent - uncontrolled ## Analysis The purpose of the flight was to look for elk. One passenger said the airplane flew into a canyon and climbed towards a ridge. The pilot moved the throttle in and out, and the engine sputtered. Another passenger said they were flying "even with some mountain tops" at about 7,800 feet when they entered a canyon in a south-to-north direction. They were at an altitude between 200 and 500 feet agl, and the pilot said they needed to get some altitude. The passenger said he realized they needed to "get out of there," and he said something to that effect to the pilot. He said the pilot was manipulating the throttle and the engine sounded like it was "bogging down." Then the pilot was holding the control yoke with both hands and looking out both sides of the airplane as if he might be considering a course change. It appeared as if the pilot was trying to climb over an approaching peak. They could not climb faster than the rising terrain. A third passenger said the ground appeared to be rising faster than the airplane was climbing. The airplane pitched up, struck some small trees in a nose-high attitude, spun around, and then hit the ground. The on-scene investigation revealed no anomalies with the airplane. The engine was later tested and operated satisfactorily with a maximum of 2,350 rpm being attained. ## Factual narrative On August 13, 2004, approximately 0700 mountain daylight time, a Cessna 172P, N6249K, piloted by a private pilot, was destroyed when it impacted trees and terrain while maneuvering approximately 20 miles east of Spanish Fork, Utah. Visual meteorological conditions prevailed at the time of the accident. The local personal flight was being conducted under the provisions of Title 14 CFR Part 91 without a flight plan. The pilot and three passengers on board the airplane were seriously injured. The flight originated at Spanish Fork approximately 0530. According to the pilot's accident report, and corroborated in a conversation with his father and an FAA investigator, the pilot sustained "major head trauma" and could not recall any details about the accident. The following is based on a conversation with the passenger in the right front seat and a Cessna Aircraft investigator: They took off approximately 0530 with what he believed to be full fuel tanks (flying club policy was to fill the tanks at the end of the day). They had been flying approximately 1.5 hours when the accident occurred. They were flying in a canyon and climbing towards a ridge. The pilot was moving the throttle in and out, and the engine sputtered shortly before the first tree strike. He was able to extricate himself from the wreckage and hiked out to seek help. The following is based on a conversation with the passenger in the left rear seat and an FAA inspector and a Cessna Aircraft investigator: The purpose of the flight was to look for elk in the Maple Mountain and Teat Mountain areas. They took off between 0540 and 0545, and had been flying for about 1 to 1.25 hours when the accident occurred. They were flying "even with some mountain tops" at about 7,800 feet when they entered a canyon in a south-to-north direction. They were at an altitude between 200 and 500 feet agl, and the pilot said they needed to get some altitude. The passenger said he realized they needed to "get out of there," and he said something to that effect to the pilot. He said the pilot was manipulating the throttle and the engine sounded like it was "bogging down." Then the pilot was holding the control yoke with both hands and looking out both sides of the airplane as if he might be considering a course change. It appeared as if the pilot was trying to climb over an approaching peak. They could not climb faster than the rising terrain. The airplane pitched up, struck some small trees in a nose-high attitude, spun around, and then hit the ground. He was unconscious for about a minute. When he regained consciousness, the right front and right rear passengers had already extricated the pilot. The following is based on a conversation with the passenger in the right rear seat and an FAA inspector: They took off approximately 0530 and flew up the Spanish Fork Canyon. The ground appeared to be rising faster than the airplane was climbing. The airplane struck some small trees with its "belly and tail," but continued forward until it struck a large tree with its right wing. The impact spun the airplane around. The on-scene investigation by both FAA and Cessna Aircraft personnel revealed no anomalies with the airplane. On August 31, 2004, the engine was functionally tested under the auspices of the Federal Aviation Administration. The engine operated satisfactorily and a maximum of 2,350 rpm was attained. ## Aircraft - Registration: [N6249K](https://openairdocs.org/deregistered/N6249K-2018-02-27), registration cancelled 2018-02-27, S/N 17274177, built 1980 (OpenAirDocs) - Reported make and model: Cessna 172P - Registry model: [Cessna 172P](https://openairdocs.org/model/cessna-172p) (registry code 2072436) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17274177 - Engines: Lycoming O-320-D2J 160 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Operator: Mapleton Flying Club - Registered owner: Twin C Enterprises LLC - Airworthiness certificate: Standard, Normal - Departed: U77, Spanich Fork, UT - Destination: U77 ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 18; injuries: serious; private; airplane ratings: single-engine land; medical: class 3, valid medical--no waivers/lim.; last flight review August 31, 2003; seat: left; flight hours: 125 total, 99 as pilot in command, 15 in the last 90 days, 4 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 61 °F, dew point 36 °F - Altimeter: 30.13 inHg - Observed at: PVU, 20 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20040813017119A](https://openairdocs.org/incident/20040813017119A), Aug 13, 2004: Cessna 172P, Uintah Forest, UT, Destroyed. (-23) This investigation continues. We have too many factors remaining to close this investigation at this time. It will take a significant additional amount… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.