N387AFCessna 172S · 2006

On June 23, 2026, at about 2247 mountain daylight time, a Cessna 172S, N387AF, was destroyed when it was involved in an accident near Willard, Utah. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The instrument-rated private pilot was conducting a solo night cross-country flight as part of a commercial flight training program. The pilot and his instructor had conducted a dual night cross-country flight following a similar route as the accident flight about 12 days prior.

On the evening of the accident flight, a flight instructor reviewed the pilot’s plan and dispatched the airplane. He observed the pilot using Foreflight electronic flight bag (EFB) software to plan his route and obtain an online briefing for the visual flight rules (VFR) solo night cross-country flight from Salt Lake City, Utah (SLC) to Idaho Falls, Idaho (IDA). According to the route the pilot entered in Foreflight, he planned to depart SLC and perform a climbing left turn to an enroute altitude of 8,500 ft mean sea level (msl). The pilot planned to use the Mountain Road VFR transition northbound through SLC Class B airspace, as indicated on the Salt Lake City Terminal Area Chart. The transition procedure required a clearance from air traffic control (ATC) and specified navigating between several charted VFR waypoints over the eastern edge of the city, and along the west edge of the mountain range. Upon completion of the transition, the pilot’s planned route included a left turn to the northwest from the Ogden Canyon VFR waypoint to the Power Station VFR waypoint, where he would then turn northbound, and follow prominent interstate highways enroute to Idaho Falls (see figure 1). The pilot also planned and received a Foreflight briefing for a return flight that same night.

Preliminary ADS-B data from the FAA showed that the airplane departed SLC from runway 17 at about 2225 local time, turned left, and began following the Mountain Road VFR transition northbound, consistent with the pilot’s planned route (see figure 1). While flying the transition, the pilot communicated with a Salt Lake City Approach air traffic controller; when asked if he wanted to receive VFR flight following services from Salt Lake Center, he responded that he did. At about the same time he passed the Weber Canyon VFR waypoint, ATC provided the pilot a discrete transponder code, which the pilot entered. From that waypoint, the airplane continued north and overflew the mountain foothills, rather than turning left to navigate to the McDay-Dee Hospital VFR waypoint as indicated in the planned flight. Upon exiting the Class B airspace, ATC advised the pilot to maintain his own navigation at an appropriate VFR altitude, which the pilot acknowledged and repeated back. No further communication was recorded from the pilot.

Figure 1. Planned Foreflight route (red) and actual ADS-B flight path (amber)

Upon reaching the Ogden Canyon VFR waypoint, the airplane did not make the planned left turn toward the Power Station VFR waypoint. Instead, it continued northbound, maintaining about 8,800 - 9,000 ft msl (ADS-B geometric altitude) until it impacted mountainous terrain southeast of Willard Peak at 2247:40 (see figure 2).

The wreckage was located in an area of steep, rocky, upsloping mountainous terrain at an elevation of about 9,130 ft msl. The slope consisted of loose shale-like rock and rock outcroppings. The airplane came to rest on the south face of the mountain, about 375 ft from (and about 130 ft in elevation below) the ridgeline. All components of the airframe and several fragmented engine accessories were present in the vicinity of the primary wreckage. The engine was located down-slope from the primary wreckage.

Figure 2. Overhead photo of the accident site and wreckage (Courtesy Box Elder County Sheriff’s Office)

Fragments of the engine and its related accessories were found within the primary impact point area, which was located about 45 ft west of the main wreckage, which consisted of the fuselage and empennage. Additional engine-related fragments and components were found throughout the debris field. Ground scarring was limited to the immediate vicinity of the primary impact point. An additional impact point was identified about 35 ft east of the primary impact point, which contained fragmented pieces of wingtip material and the right wingtip position light.

The fuselage exhibited extensive fore-aft crushing along the longitudinal axis. The firewall and forward fuselage structure were crushed aft to the rear seat position. Both main landing gear were separated from the fuselage. The horizontal stabilizer was impact damaged; the vertical stabilizer was impact damaged near its top and missing its beacon light. The wings were separated from the fuselage, located uphill of the main wreckage and the primary point of impact. The forward spar carry-through structure remained attached to the left wing. Crushing, twisting, and bending were noted throughout both wings, and both fuel tanks were ruptured.

The propeller was located within the debris field about 30 ft northwest of the primary impact point, between the wings and the fuselage. The engine crankshaft flange was separated from the crankshaft and remained attached to the propeller hub by the attachment bolts. Both propeller blades were curled aft with substantial twisting, leading edge gouges, chordwise scratches, and scratching throughout the cambered faces.

A line of disturbed ground was observed between the main wreckage and the engine, which was damaged by impact forces and located about 350 ft downslope from the main wreckage.

At the time of the accident, the moon was 28° above the horizon, at an azimuth of 210°, and 72% illuminated. Some smoke and haze from regional forest fires was present. Visual meteorological conditions and visibility greater than 10 miles were reported along the accident airplane’s route of flight. The pilot of another airplane, who was also flying the Mountain Road transition about 10 nautical miles behind the accident airplane, reported that the flight conditions were VFR, the horizon and mountainous terrain were dark and mostly indiscernible, the wind was light, and the ride northbound was smooth.

The wreckage was recovered to a secure facility for further examination.

According to the pilot, his intent was to remain in the traffic pattern to practice takeoffs and landings on runway 23. During final approach he had trouble maintaining alignment with the runway centerline. He applied power to correct the drift; however, the airplane impacted the runway, left of centerline. The hard landing resulted in substantial damage to the firewall. The wind at the airport about the time of the accident was from 160 degrees at 9 knots. The pilot stated there were no mechanical malfunctions or anomalies with the airplane.

During a Phase III inspection of the airplane, the Director of Maintenance for the operator noticed the firewall was damaged. The damage was reported to the nearest Federal Aviation Administration (FAA) Flight Standards District Office, and verified by the FAA. The damage occurred between the Phase II and Phase III inspection. The airplane had flown 48.2 hours since the Phase II inspection. According to the FAA, the damage was a result of a hard landing. The purpose of the flight and composition of the flight crew was not determined. In addition, the date, actual location, and time of the accident were not determined.