# NTSB FTW82FA108: Gulfstream American 690C, N5957K, Hughes, AR, March 29, 1982

- Type: NTSB accident investigation
- Classification: Accident · Fatal · Field investigation · Final report
- Date: March 29, 1982, 16:10 local (22:10 UTC)
- Place: Hughes, AR
- Coordinates: 34.939182, -90.469322 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=34.9392&lon=-90.4693&mi=10
- Phase of flight: [Unknown](https://openairdocs.org/ntsb-phases/990) (OpenAirDocs' grouping)
- Highest injury: Fatal
- Injuries: 1 fatal
- Status: Completed, report March 29, 1983
- Report: Approved by Office Director
- NTSB case key (mKey): 71110
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW82FA108
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/71110/pdf
- Page: https://openairdocs.org/ntsb/FTW82FA108

## Sequence of events

In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf).

- Airframe/component/system failure/malfunction, unknown
  - weather condition - turbulence
  - wing,spar - overload (cause)
  - design stress limits of aircraft - exceeded, pilot in command (cause)
  - overconfidence in personal ability, pilot in command (contributing factor)
  - overconfidence in aircraft's ability, pilot in command (contributing factor)
  - wing - separation
- Loss of control - in flight, unknown
- In flight collision with terrain/water, descent - uncontrolled

## Analysis

THE ACFT HAD BEEN ON SALES DEMONSTRATION FLTS AND WAS ON A DELIVERY FLT FROM MEMPHIS, TN TO DALLAS, TX. THE PLANE WAS OBSERVED DEPARTING AT 1550 CDT IN A MAX PERFORMANCE CLIMB. RADAR INFO FROM MODE C OF THE TRANSPONDER RETURNS INDICATED THAT THE ACFT CLIMBED FROM 1000 TO 16,000 FT IN 7 MIN AND 14 SEC. LEVEL FLT WAS INDICATED AT 16,300 FT FROM 1558:16 TO 1601:17 CDT. THE LAST ALT RETURN WAS FROM 16,000 FT AT 2201:07. TWO MORE RETURNS WERE RECEIVED AT 2201:49 & 2202:08, BUT WITH NO ALTITUDE READ-OUT. AT ABOUT THAT TIME, THE ACFT WAS OBSERVED SPIRALING DOWN, COUNTERCLOCKWISE, WITH A PORTION OF THE LEFT WING MISSING. THE WING TIP (OUTER WING PANEL OUTBOARD FROM ABOUT WING STATION 190), LEFT AILERON AND LEFT ENGINE TAIL CONE PANEL WERE FOUND ABOUT 3 MI FROM THE MAIN WRECKAGE IMPACT POINT. AN EXAMINATION REVEALED THAT THE WING PANEL SEPARATION OCCURRED UPWARD FROM POSITIVE OVERLOAD FORCES. NO EVIDENCE WAS FOUND OF FATIGUE OR PRE-EXISTING FAILURE. LIGHT TO MODERATE TURBULENCE WAS REPORTED BETWEEN 14,000 AND 18,000 FT MSL.

## Aircraft

- Registration: [N5957K](https://openairdocs.org/deregistered/N5957K-1982-06-30), registration cancelled 1982-06-30, S/N 11720 (OpenAirDocs)
- Reported make and model: GULFSTREAM AMERICAN 690C
- Registry model: [Gulfstream AM Corp Comm Div 690C](https://openairdocs.org/model/gulfstream-am-corp-comm-div-690c) (registry code 3970404) (OpenAirDocs)
- Category: Airplane
- Serial number: 11720
- Airframe hours: 55
- Engines: AIRESEARCH TPE331-5-254K 715 horsepower turbo prop
- Damage: Destroyed
- Flight: Ferry, Part 91
- Operator: Gulfstream American
- Registered owner: Gulfstream American
- Departed: MEM, MEMPHIS, TN
- Destination: DAL, DALLAS, TX

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 33; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; flight hours: 6,830 total, 182 in this make and model

## Weather

- Conditions: Visual (VMC), Day
- Wind: 170° at 16 knots
- Visibility: 15 statute miles
- Lowest ceiling: 25,000 ft broken
- Temperature: 151 °F
- Altimeter: 30.00 inHg
- Observed at: MEM, 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 19820329006549A](https://openairdocs.org/incident/19820329006549A), Mar 29, 1982: Gulstm 690C, Hughes, AR, Destroyed. Left wing separated in flight. Aircraft spiraled vertically to ground impact. Pilot made an aerobatic type departure

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.

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