# NTSB CEN21LA107: Hawker Beechcraft G58, N325GC, Credit, AR, January 4, 2021

- Type: NTSB accident investigation
- Classification: Accident · Fatal · Class 3 · Limited · Final report
- Date: January 4, 2021, 09:33 local (15:33 UTC)
- Place: Credit, AR · Open field with mud and grass.
- Coordinates: 35.70662, -90.944723 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=35.7066&lon=-90.9447&mi=10
- Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping)
- Defining event: [Enroute: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342)
- Highest injury: Fatal
- Injuries: 2 fatal
- Status: Completed
- Report: Approved by Office Director
- Investigation class: Class 3
- NTSB office: Central Region
- Parties: Hartzell Engine Technologies, Continental Motors, FAA Little Rock FSDO, Hartzell Propeller, Textron Aviation
- NTSB case key (mKey): 102486
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN21LA107
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/102486/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=102486
- Page: https://openairdocs.org/ntsb/CEN21LA107

## Probable cause

A loss of left engine power for undetermined reasons, which resulted in an emergency descent with one engine inoperative and inadvertent collision with transmission lines. Contributing to the accident was the pilot’s inability to respond appropriately to the emergency due to impairment from his previous use of cocaine and multiple other impairing drugs.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Engine (reciprocating)](https://openairdocs.org/ntsb-findings/01058500): Aircraft › Aircraft power plant · Failure (probable cause); cases with it: [Hawker Beechcraft G58, 1 case](https://openairdocs.org/ntsb-findings/01058500/cases.md?model=4220005), [All aircraft, 497 cases](https://openairdocs.org/ntsb-findings/01058500/cases.md)
- [Engine (reciprocating)](https://openairdocs.org/ntsb-findings/01058500): Aircraft › Aircraft power plant · Unknown/Not determined (probable cause); cases with it: [Hawker Beechcraft G58, 1 case](https://openairdocs.org/ntsb-findings/01058500/cases.md?model=4220005), [All aircraft, 497 cases](https://openairdocs.org/ntsb-findings/01058500/cases.md)
- [Impairment/incapacitation: illicit drug](https://openairdocs.org/ntsb-findings/02012020): Personnel issues › Physical · Pilot (probable cause); cases with it: [Hawker Beechcraft G58, 1 case](https://openairdocs.org/ntsb-findings/02012020/cases.md?model=4220005), [All aircraft, 67 cases](https://openairdocs.org/ntsb-findings/02012020/cases.md)
- [Impairment/incapacitation: prescription medication](https://openairdocs.org/ntsb-findings/02012025): Personnel issues › Physical · Pilot (probable cause); cases with it: [Hawker Beechcraft G58, 1 case](https://openairdocs.org/ntsb-findings/02012025/cases.md?model=4220005), [All aircraft, 77 cases](https://openairdocs.org/ntsb-findings/02012025/cases.md)
- [Impairment/incapacitation: oTC medication](https://openairdocs.org/ntsb-findings/02012030): Personnel issues › Physical · Pilot (probable cause); cases with it: [Hawker Beechcraft G58, 1 case](https://openairdocs.org/ntsb-findings/02012030/cases.md?model=4220005), [All aircraft, 56 cases](https://openairdocs.org/ntsb-findings/02012030/cases.md)
- [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Hawker Beechcraft G58, 3 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=4220005), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md)
- [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Hawker Beechcraft G58, 3 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=4220005), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md)
- [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Hawker Beechcraft G58, 1 case](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=4220005), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md)
- [Performance/control parameters: engine out control](https://openairdocs.org/ntsb-findings/01062025): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Hawker Beechcraft G58, 1 case](https://openairdocs.org/ntsb-findings/01062025/cases.md?model=4220005), [All aircraft, 35 cases](https://openairdocs.org/ntsb-findings/01062025/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Enroute: Unknown or undetermined](https://openairdocs.org/ntsb-events/000); cases with it: [Hawker Beechcraft G58, 2 cases](https://openairdocs.org/ntsb-events/000/sequence.md?model=4220005), [All aircraft, 1,703 cases](https://openairdocs.org/ntsb-events/000/sequence.md)
- [Enroute: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Hawker Beechcraft G58, 1 case](https://openairdocs.org/ntsb-events/342/sequence.md?model=4220005), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md)
- [Enroute: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Hawker Beechcraft G58, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=4220005), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md)
- [Landing: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490); cases with it: [Hawker Beechcraft G58, 1 case](https://openairdocs.org/ntsb-events/490/sequence.md?model=4220005), [All aircraft, 1,309 cases](https://openairdocs.org/ntsb-events/490/sequence.md)

## Analysis

The private pilot and passenger departed in the airplane for a business flight. After departure, the airplane flew southwest, climbed to about 2,300 ft above mean sea level, and started to descend. The flight continued to track southwest then it turned right to the northwest. The airplane’s flight track was lost about 10 minutes after takeoff at a location consistent with the accident site. A pilot who took off behind the accident airplane reported that the runup and takeoff appeared normal. Several witnesses reported hearing and seeing the airplane prior to the accident. They described the airplane as flying low and the engines as not “sounding good” and that they were making “popping” noises.” One witness stated that it sounded like one engine was operating and the other engine was “sputtering”, before both engines quit. A witness near the accident site reported that it sounded like one engine was operating and that the other engine alternately sounded as if it was making a “sputtering” sound and operating normally. Shortly after, it sounded like the engines quit. He said the airplane flew parallel to the high-tension powerlines at an altitude of an aerial application airplane. Another witness near the accident site, observed the airplane fly over his location about 1,000 ft agl, traveling east to west. He said the engines were “popping and sputtering” and making a “backfiring noise.” Postaccident examination of the airframe revealed no anomalies. Blade A of the left propeller was separated from overstress while blade B and C were straight and unremarkable, and the leading edges were unremarkable. The left propeller was against the start lock and at approximately 18° of pitch at impact, consistent with a loss of engine power to the left engine. An examination of the engines revealed all the fuel lines were thermally damaged. The left fuel servo screen was found to be about halfway obstructed and contaminated with an unknown black debris. Postaccident testing of the debris revealed similarities with materials used in aircraft fuel system components, particularly with hoses. It is likely the debris on the screen was soot from the postimpact fire and it could not be determined where and when the polymer signatures originated from. Based on the available evidence, it is likely the left engine lost power while in flight. The witnesses reported hearing noises consistent with an engine misfiring and it likely was losing power; however, the reason for the loss of engine power could not be determined. Based on the flight track, it is likely the pilot attempted to perform a forced landing with one engine inoperative. Given the variety of levels of ethanol and the absence of any in the pilot’s liver, it is most likely that the identified ethanol is from postmortem production rather than ingestion. The pilot’s previous use of cocaine (which often leads to withdrawal effects) and his simultaneous use of a large amount of butalbital and a small amount oftemazepam were likely significantly impairing at the time of the accident and likely contributed to his inability to respond appropriately to the left engine’s loss of power.

## Factual narrative

The Federal Aviation Administration (FAA) pamphlet Flying Light Twins Safely FAA-P-8740-66 states in part: The major difference between flying a light twin and a single-engine airplane is knowing how to manage the flight if one engine loses power. Safe flight with one engine inoperative (OEI) requires an understanding of the basic aerodynamics involved as well as proficiency in single-engine flight. The Hawker Beechcraft Corporation G58 Pilot’s Operating Handbook discusses one engine inoperative procedures and states in part: Airspeed is the single most important factor in maintaining airplane control during single engine operations. The airplane can be safely maneuvered or trimmed for normal hands-off operation and sustained in this configuration by the operative engine AS LONG AS SUFFICIENT AIRSPEED IS MAINTAINED. This document also discusses engine failure procedures while in flight and states in part: The most important aspect of engine failure is the necessity to maintain lateral and directional control. If airspeed is below VMCA (84 kts), reduce power on the operative engine as required to maintain control. According to the pilot’s father, the airplane was purchased in July 2020. The airplane was equipped with a Garmin G1000 all-glass avionics suite, a Garmin GFC 700 autopilot system, onboard weather (satellite weather and a weather radar), a stall warning system, and a terrain avoidance and warning system (class B). An examination of the airplane’s maintenance records revealed no evidence of outstanding mechanical discrepancies with the airframe, the propellers, or the engines. On January 4, 2021, about 0933 central standard time, a Hawker Beechcraft G58 airplane, N325GC, was destroyed when it was involved in an accident near Credit, Arkansas. The private pilot and passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 business flight. According to flight track data, the airplane departed from JBR at 0924. After departure, the airplane flew southwest, climbed to about 2,300 ft above mean sea level, and started to descend. The flight continued to track southwest until 0932, when it turned right to the northwest. The flight track data was lost about 0933 which coincided with the accident site location. A witness who departed behind the airplane reported that everything seemed normal with the airplane during its runup and departure. Several witnesses reported seeing and hearing the airplane shortly before the accident. One witness who was about 1 mile from the airport reported the airplane was flying in a southwesterly direction at an altitude of 500 to 800 above ground level (agl). This witness reported the engines did not “sound good” and they were making a “popping” noise as if they were not firing on all cylinders. A third witness reported seeing the airplane flying parallel to the high-tension powerlines at an altitude of an aerial application airplane. This witness reported itsounded like one engine was operating normally and the other was “sputtering,” before both engines quit. The airplane impacted a flat muddy rice field about 16 miles southwest of JBR. The airplane was destroyed from a postimpact fire. According to the autopsy issued by the Arkansas State Crime Laboratory, the cause of death was multiple blunt force injuries, and the manner of death was accident. No significant natural disease was identified. Toxicology tests performed by the Federal Aviation Administration Forensic Sciences Laboratory identified ethanol at a variety of levels in blood samples, but none in liver. N-propanol was also identified in the blood samples. In addition, butalbital was identified at 21,493 ng/mL in blood and 11,617 ng/g in liver. Temazepam (72 ng/ml) and its psychoactive metabolite oxazepam (12 ng/ml) were identified in blood and in liver. All of these are considered potentially impairing. Benzoylecgonine, an inactive metabolite of cocaine, and acetaminophen were also identified in blood and in liver. Ethanol is the intoxicant commonly found in beer, wine, and liquor. It acts as a central nervous system depressant. After ingestion, at low doses, it impairs judgment, psychomotor functioning, and vigilance; at higher doses it can cause coma and death. The effects of ethanol on aviators are generally well understood; it significantly impairs pilots’ performance, even at very low levels. Ethanol may also be produced in the body fluids and tissues after death by microbial activity. N-propanol is another type of alcohol that can be produced in tissues after death. Butalbital is an intermediate acting barbiturate commonly sold in combination with acetaminophen (an analgesic often marketed with the name Tylenol) and caffeine to treat headaches. It is available as Schedule III controlled substance. Butalbital carries the warning, “Butalbital is habit-forming and potentially abusable. Consequently, the extended use of this product is not recommended.” In addition, the drug information states, “This product may impair mental and/or physical abilities required for the performance of potentially hazardous tasks such as driving a car or operating machinery. Such tasks should be avoided while taking this product.” The usual therapeutic range is between 1,000 and 10,000 ng/ml. Temazepam is a sedating benzodiazepine and oxazepam is an active metabolite. Temazepam is indicated for the short-term treatment of insomnia (7-10 days). Temazepam carries warnings about concomitant use with other central nervous system depressants. The usual blood levels for effects from the drug used by itself are between 200 and 1000 ng/ml. The pilot’s flight logbooks were not available for review during the investigation. The airplane impacted terrain in an approximate 45°, nose-low, right wing-low attitude south of transmission lines on a 235° heading. Wire strike signatures were observed on the lower side of the left horizontal stabilizer. The left elevatorbalance weight was found about 200 ft from the wreckage with wire striations. All the major structural components were found at the accident site. Most of the airframe was consumed by a postimpact fire. Flight control cable continuity was confirmed from each flight control to the center section of the fuselage. Continuity to the cockpit could not be established due to the extent of thermal damage sustained. The flap position was undetermined due to the thermal and impact damage. Most of the fuel system was destroyed due to thermal damage and no fuel samples were available. The fuel selectors were disassembled, and each valve contained light debris, but did not appear to be obstructed. Each selector valve was selected to its respective engine. The left propeller was separated from the engine at the crankshaft propeller flange. Blade A was separated at the root of the blade approximately 6 inches outboard of the hub. The features on the blade A fracture surface were consistent with fracture of the propeller in bending overstress and the fracture direction was consistent with bending aft ward. The pin on the inboard face exhibited features consistent with having fractured from shear overstress. Blade B and C were straight and unremarkable. The left propeller was against the start lock, at approximately 18° of pitch, at impact. The right propeller remained attached to the engine. Blade A was curved opposite the direction of rotation and the leading edge was unremarkable. Blade B was bent aft midspan and there was an area of leading-edge deformation approximately 4 inches in length near the tip that had signatures like wire striations. Blade C exhibited “S” bending midspan to the tip and the leading edge of the blade was unremarkable. An examination of the engines revealed all the fuel lines were thermally damaged. No residual fuel was found in the engines. The left and right fuel servos were disassembled. The left screen was found about halfway obstructed and contaminated with an unknown black debris. The right screen was found to be clear of debris. Postaccident testing of the left screen debris revealed similarities to several fluorocarbon materials/polymers including polytetrafluorethylene, which is a common polymer used in aircraft fuel system components, particularly with hoses.

## Aircraft

- Registration: [N325GC](https://openairdocs.org/deregistered/N325GC-2021-04-30), registration cancelled 2021-04-30, S/N TH-2204, built 2007 (OpenAirDocs)
- Reported make and model: HAWKER BEECHCRAFT CORP G58 (NO SERIES)
- Registry model: [Hawker Beechcraft G58](https://openairdocs.org/model/hawker-beechcraft-g58) (registry code 4220005) (OpenAirDocs)
- Registry engine: [Continental IO-550-C](https://openairdocs.org/engine/continental-io-550-c) (registry code 17209, reciprocating) (OpenAirDocs)
- Category: Airplane
- Serial number: TH-2204
- Year built: 2007
- Airframe hours: 1827.2
- Engines: CONT MOTOR IO-550-C 300 horsepower reciprocating; CONT MOTOR IO-550-C 300 horsepower reciprocating
- Damage: Destroyed
- Fire: On-Ground
- Flight: Business, Part 91
- Registered owner: Stratus Sales, LLC
- Airworthiness certificate: Standard, Normal
- Last inspection: Annual, July 1, 2020
- Departed: JBR, Jonesboro, AR
- Destination: CXW, Conway, AR
- Flight plan: IFR
- Equipment: Electronic primary flight display, Electronic multifunction display, Auto-pilot, ADS-B, Stall warning system, Onboard weather

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 52; injuries: fatal; private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; toxicology performed; flight hours: 775 total

## Weather

- Conditions: Visual (VMC), Day
- Wind: 320° at 3 knots
- Visibility: 0.5 statute miles
- Lowest ceiling: 200 ft broken
- Temperature: 37 °F, dew point 36 °F
- Altimeter: 30.07 inHg
- Observed at: KM19, 12 nm away
- METAR: KM19 041508Z AUTO 32003KT 1/2SM FG BKN002 03/02 A3007 RMK AO2

## 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 20210104005059A](https://openairdocs.org/incident/20210104005059A), Jan 4, 2021: Hawker Beechcraft Corp G58, Cash, AR, Destroyed, 2 fatal. On January 04, 2021 about 09:27 central standard time, a twin engine, piston powered airplane, N325GC collided with terrain about 16 miles southwest of…

## Docket (13 files)

The files NTSB released with the investigation on June 16, 2022, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=102486. 73.0 MB in all.

- Accident photographs (item 1, PDF, 14 pages, 12.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13769105&FileExtension=pdf&FileName=Accident%20Photographs-Rel.pdf
- Examination reports (item 2, PDF, 10 pages, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13776611&FileExtension=pdf&FileName=Examination%20Reports%20Redacted-Rel.pdf
- Airworthiness and fuel records (item 3, PDF, 38 pages, 44.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13787892&FileExtension=pdf&FileName=Airworthiness%20and%20Fuel%20Records%20Redacted-Rel.pdf
- Various statements (item 4, PDF, 15 pages, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13777185&FileExtension=pdf&FileName=Various%20Statements%20Redacted-Rel.pdf
- Materials laboratory factual report (item 5, PDF, 8 pages, 10 photos, 7.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12173829&FileExtension=pdf&FileName=21-027%20-%20Materials%20Lab%20Factual%20Report%20(CEN21LA107)-Rel.pdf
- Airplane information (item 6, PDF, 10 pages, 937 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13777175&FileExtension=pdf&FileName=Airplane%20Information-Rel.pdf
- Air traffic control and weather information (item 7, PDF, 7 pages, 3.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13767757&FileExtension=pdf&FileName=Air%20Traffic%20Control%20and%20Weather%20Information-Rel.pdf
- ADS-B data (.kmz file) (item 8, KMZ, 23 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13767691&FileExtension=kmz&FileName=CEN21LA107%20-%20ADS-B%20Data-Rel.kmz
- ADS-B data (.xlsx file) (item 9, XLSX, 349 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13767313&FileExtension=xlsx&FileName=CEN21LA107%20-%20ADS-B%20Data-Rel.xlsx
- Opsvue data (.kmz file) (item 10, KMZ, 16 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13767982&FileExtension=kmz&FileName=CEN21LA107%20-%20OV%20Google%20Earth-Rel.kmz
- Opsvue data (.csv file) (item 11, CSV, 22 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13768185&FileExtension=csv&FileName=CEN21LA107%20-%20OV%20Track%20Data-Rel.csv
- Pilot and passenger medical documents (item 12, PDF, 6 pages, 598 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13766918&FileExtension=pdf&FileName=Pilot%20and%20Passenger%20Medical%20Documents%20Redacted-Rel.pdf
- NTSB party member forms (item 13, PDF, 4 pages, 860 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13766684&FileExtension=pdf&FileName=NTSB%20Party%20Member%20Forms%20Redacted-Rel.pdf

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.