Cessna 680 incident near Bedfordshire, Gb, September 30, 2010
On September 30, 2010 at about 8:25 am local time, a Cessna 680, registered GCJCC, was involved in an incident near Bedfordshire. It was a business flight under non-U.S. private rules. No one was hurt; 8 people were on board or involved.
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this incident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 30, 2010 · about 8:25 am local time
- Place
- Bedfordshire, United Kingdom
- Type
- Incident
- Injuries
- No one was hurt; 8 people were on board or involved.
- Weather
- not recorded
- Aircraft
- Cessna 680 NO SERIES · all 680s on the register
- Registration
- GCJCC · no longer on the register
- Damage
- Not recorded
- Flight
- Business flight · non-U.S. private rules
The NTSB's narrative preliminary · quoted from the NTSB record
On September 30, 2010, at 0825 universal coordinated time (UTC), a Cessna 680, G-CJCC, operated by Bookajet, experienced a left main bus electrical system fault, approximately 20 minutes after taking off from Luton Airport (EGGW), en route to the Milas-Bodrum Airport (LTFE), Milas, Turkey. The flight crew completed the required checklists and returned to EGGW. Upon landing at EGGW, it was determined that the left main fuel tank was full with 5,500 pounds of fuel and the right fuel tank contained 3,300 pounds of fuel. AAIB issued Special Bulletin S1/2010 on October 8, 2010. The bulletin states in part, "This incident and subsequent ground testing showed that removal of power from the left main bus will cause the fuel cross-feed valve to open and the right boost pump to operate without any crew selection, and the motive-flow shutoff valves will remain open. This allows motive-flow fuel to be returned to both tanks, resulting in uncommanded fuel transfer from the right to the left tank. During the 20 minutes that elapsed between selecting the left generator OFF and landing at Luton, sufficient fuel was transfered from the right to the left tank, via the left engine motive-flow system, to create a fuel imbalance of 2,200 lbs. The crew were not aware that this was occurring, as only the right fuel quantity indication was available." This incident is under the jurisdiction and control of the Air Accident Investigation Branch (AAIB). This report is for informational purposes only and contains only information released by or obtained from the government of the United Kingdom. Further information pertaining to this incident may be obtained from: Air Accident Investigation Branch Department for Transport Farnborough Copse Road Aldershot, Hampshire GU11 2HH, United Kingdom Tel: +44(0) 1252 510300 Email: investigations@aaib.gov.uk
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
The aircraft
- Landing gear: retractable
The flight
- A second pilot was aboard
Weather at the time
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 | |||
| Passengers | 5 |
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.