Israel Aircraft Industries GULFSTREAM 200 accident near Savannah, Georgia, January 14, 2014
On January 14, 2014 at about 7:47 pm local time, a 2003 Israel Aircraft Industries GULFSTREAM 200, registered N720QS, was substantially damaged in an accident during enroute (climb to cruise) near Savannah, Georgia (Savannah/Hilton Head Intl airport). It was a flight test under general aviation rules (Part 91). 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
Maintenance personnel’s failure to properly secure the auxiliary power unit service door before returning the airplane to service, which resulted in substantial damage to the rudder.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 14, 2014 · about 7:47 pm local time
- Place
- Savannah, Georgia · Savannah/Hilton Head Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Israel Aircraft Industries GULFSTREAM 200 NO SERIES, built 2003 · all GULFSTREAM 200s on the register
- Registration
- N720QS · no longer on the register · serial 085
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane had undergone maintenance for an unresolved landing gear position indication issue. The flight crew reported that, during the third postmaintenance operational check flight (OCF), the airplane experienced a "thud" and momentary shudder as it climbed through 16,000 ft at 280 knots. The flight crew observed no other anomalies and did not experience any abnormal handling characteristics with the airplane during the remainder of the flight. Upon landing, the flight crew observed that the auxiliary power unit (APU) service door was open and bent but that it remained attached at its aft hinge point. The door's lower latches were partially engaged, and a detailed examination revealed no anomalies with the latch assembly. The lower portion of the rudder was substantially damaged due to contact with the service door. Review of maintenance work orders revealed that maintenance had been performed in the APU compartment before another OCF that had been conducted several days before the accident flight and that it was subsequently inspected in accordance with the maintenance provider's procedures. Maintenance personnel should have noted that the APU service door was not properly secured during the inspection. The flight crew's preflight inspection did not include inspecting the APU service door because it was only accessible with the aid of a ladder. .
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
What happened, in order
- Part(s) separation from AC during enroute (climb to cruise) defining event
The NTSB's findings
- cause Personnel issues › Task performance › Inspection › Post maintenance inspection › Maintenance personnel
- cause Aircraft › Aircraft handling/service › Maintenance/inspections › Return to service › Incorrect service/maintenance
- cause Aircraft › Aircraft handling/service › Maintenance/inspections › (general) › Inadequate inspection
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,997 hours in all; 2,997 in this make and model
- Last flight review: August 2, 2013
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,583 hours in all; 2,583 in this make and model
- Last flight review: October 21, 2013
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 7,493 hours
- Last inspection: approved inspection programme, December 19, 2013
- Maximum gross weight: 35,650 lb
- Seats: 11
- Landing gear: retractable
- Engine 1: P&W Canada PW306A (turbofan); 7,923 hours total
- Engine 2: P&W Canada PW306A (turbofan); 6,866 hours total
- Operator: Netjets Aviation, Inc
The flight
- Departed from: KSAV Savannah GA at 7:36 pm
- Destination: KSAV Savannah GA
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 300° at 14 knots
- Visibility: 10 statute miles
- Sky: scat at 2,800 ft
- Temperature: 84°F (29°C), dew point 48°F (9°C)
- Altimeter: 29.90 inHg
- Observation at 7:53 pm from SAV
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.