Convair 640 (340D) accident near Atlanta, Georgia, August 3, 1989
On August 3, 1989 at about 1:36 pm local time, a Convair 640 (340D), registered N5509K, was substantially damaged in an accident near Atlanta, Georgia (Atlanta Hartsfield). It was flown under scheduled airline rules (Part 121). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
PILOT IN COMMAND FAILED TO PLACE THE AIRPLANE AT A POSITION FROM WHICH A STABILIZED APPROACH TO LANDING COULD BE MADE. HIS PROCEDURE FOR THE RECOVERY FROM THE BOUNCED LANDING WAS INADEQUATE AND THE NOSE GEAR STRUCTURAL STRENGTH WAS EXCEEDED DURING FOLLOWING TOUCHDOWNS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 3, 1989 · about 1:36 pm local time
- Place
- Atlanta, Georgia · Atlanta Hartsfield
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Convair 640 (340D)
- Registration
- N5509K · registry record · serial 66
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
DURING THE DESCENT TO THE OUTER MARKER FOR A VISUAL APPROACH WITH AN ILS BACKUP TO RUNWAY 26R, THE PILOT IN COMMAND DID NOT DESCEND TO A POINT WHERE A STABILIZED APPROACH TO LANDING COULD BE COMPLETED. THE AIRPLANE REPORTEDLY CROSSED THE OUTER MARKER WITH A FULL SCALE FLY DOWN DEFLECTION ON THE ILS GLIDE SLOPE INDICATOR. THE PILOT REPORTED THAT HE ATTAINED THE GLIDE SLOPE FROM ABOVE WHEN HE WAS ABOUT ONE MILE FROM THE THRESHOLD. THE AIRPLANE WAS FLARED FOR LANDING AT AN EXCESSIVE ALTITUDE AND TOUCHDOWN WAS NOT MADE UNTIL AT LEAST 1,500 FEET DOWN THE RUNWAY. THE AIRPLANE TOUCHED DOWN HARD, BOUNCED AND ON THE SECOND TOUCHDOWN MADE RUNWAY CONTACT WITH ALL THREE GEARS OR POSSIBLY SLIGHTLY NOSE GEAR FIRST. THE NOSE GEAR DRAG LINK FRACTURED, THE NOSE GEAR COLLAPSED AND THE AIRPLANE CAME TO A STOP ON ITS MAIN GEAR AND THE FUSELAGE NOSE.
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
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 7,404 hours in all; 450 in this make and model; 105 in the last 90 days; 19 in the last 30 days
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 42,490 hours
- Last inspection: continuous airworthiness programme, July 19, 1989; 48 hours since
- Maximum gross weight: 55,000 lb
- Seats: 2
- Landing gear: retractable
- Engine: Rolls-Royce DART10MK542-4 (turboprop); 0 hours total
- Operator: Zantop International
The flight
- Departed from: YIP Detroit MI at 10:56 am
- Flight plan: IFR
- Runway 26R, 9,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 350° at 5 knots
- Visibility: 4 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 12:50 pm from ATL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
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.