Gulfstream 690D accident near Price, Utah, May 7, 1986
On May 7, 1986 at about 5:06 pm local time, a Gulfstream 690D, registered N200PR, was destroyed in an accident near Price, Utah. It was a business flight under general aviation rules (Part 91). 6 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. 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
- May 7, 1986 · about 5:06 pm local time
- Place
- Price, Utah · map
- Type
- Accident
- Injuries
- 6 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Gulfstream 690D
- Registration
- N200PR · registry record · serial 15029
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AT 1042 MDT, THE FLT RPRTD MOD TURBC AT FL 240, BUT ELECTED TO REMAIN AT THAT ALT. AT 1055, THEY WERE CLRD TO DSCND AT PLT'S DESCRETION TO MAINT 12,000'. APRX 8 MIN LATER, SHORTLY AFTER BGNG A DSCNT, THE FLT WAS INSTRUCTED TO CHG FREQ; BUT21 SECS LATER, THEY REPLIED 'STANDBY PLEASE,' THEN RADIO & RADAR CONTACT WERE LOST. WRECKAGE WAS FND APRX 26 MI EAST OF THE DESTN ARPT IN MTNS. AN EXAM REVEALED THE EMPENNAGE HAD SEPD IN FLT; PIECES OF IT WERE FND UP TO 1 MI AWAY WITH INDCNOF OVERLOAD FAILURE. THERE WAS EVIDENCE THAT: ENGS WERE NOT OPERATING AT GND IMPACT, IGNITION SWS WERE ENGAGED; L ENG START SW WAS IN THE 'AIR' START PSN & R SW WAS BEYOND THE 'GROUND' START PSN; R PROP WAS FEATHERED; PAX OXYGEN MASKS WERE DEPLOYED, INDICATING CABIN HAD DEPRESSURIZED ABV 15,000'. WX INFO INDCD CLD BASES AT 10,000' WITH IMC & TURBC TO 25,000', MIXED ICG FM 20,000' TO 25,000', LGT RAIN/SNW SHWRS, WIDELY SCAT TSTMS; APRX 15 MI SOUTH, 4' TO 5' OF HAIL FELLAT APRX THAT TIME. TPE 331 ENGS HAD HISTORY OF FLAMEOUTS DUE TO ICE INJESTION CAUSED BY IMP USE OF ANTI-ICE/IGNITION.
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, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,578 hours in all; 421 in this make and model; 5,791 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,560 hours
- Last inspection: continuous airworthiness programme, April 22, 1986; 10 hours since
- Maximum gross weight: 10,775 lb
- Seats: 10
- Landing gear: retractable
- Engine: Airesearch TPE-331-5 (turboprop); 0 hours total
- Operator: Kaiser Steel CORP
The flight
- Departed from: COS Colorado Spring CO at 3:53 pm
- Destination: PUC Price UT
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 360° at 7 knots
- Visibility: 8 statute miles
- Sky: broken clouds at 15,000 ft; scat at 5,000 ft
- Temperature: 39°F (4°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 4:52 pm from GJT, 70 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 4 |
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.