Hawker Beechcraft CORP 400A accident near Charleston, South Carolina, September 14, 2021
On September 14, 2021 at about 4:30 pm local time, a 2008 Hawker Beechcraft CORP 400A, registered N100FN, was substantially damaged in an accident during enroute (descent) near Charleston, South Carolina (Charleston Exec airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The in-flight separation of the left engine’s four-panel cowling for reasons that could not be determined based on the available evidence.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 14, 2021 · about 4:30 pm local time
- Place
- Charleston, South Carolina · Charleston Exec · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hawker Beechcraft CORP 400A NO SERIES, built 2008
- Registration
- N100FN · registry record · serial RK-566
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight crew initiated a positioning flight following major maintenance, which included the removal and re-installation of both engine cowlings. The flight was uneventful until about 15 minutes from the destination. While descending, a sudden bang and yaw occurred. There were no annunciations or other warnings observed before or after the event, and the airplane remained controllable. The flight crew continued to the destination and landed without further incident. On the ground, it was discovered that the entirety of the left engine’s four-panel cowling had separated in flight and impacted the rear fuselage and horizontal stabilizer resulting in substantial damage. Further examination of the left engine area revealed that several cowling fasteners were missing from the receptacles. During maintenance immediately preceding the flight, the left cowling fasteners had to be removed a second time due to an alignment issue with the panels. The mechanic who performed the work reported that the misalignment was resolved, and the fasteners were tightened. A second mechanic visually inspected the work and did not notice any abnormalities, nor did the pilots during their preflight inspection. It is likely that several fasteners departed the left cowling during this first flight after maintenance, which resulted in a rapid departure of the cowling panels. Given that none of the cowling was recovered, the initiating factors that would lead to the separation could not be determined. Denting and rippling were discovered on the right cowling; however, the investigation was unable to determine when the damage was incurred as it was not discovered until about 1 month after the accident. The mechanics and flight crew did not recall observing any damage to either cowling before flight.
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 (descent) defining event
The NTSB's findings
- Aircraft › Aircraft structures › (general) › (general) › Unknown/Not determined
- Aircraft › Aircraft structures › Nacelles/pylons structure › Nacelle/pylon misc structure › Unknown/Not determined
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,200 hours in all; 1,650 in this make and model; 80 in the last 90 days; 25 in the last 30 days; 6,290 as pilot in command; 3,500 on instruments
- Last flight review: March 12, 2021
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,185 hours in all; 1,168 in this make and model; 124 in the last 90 days; 37 in the last 30 days; 818 as pilot in command
- Last flight review: December 29, 2020
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 4,715 hours
- Last inspection: continuous airworthiness programme, September 13, 2021; 1 hours since
- Maximum gross weight: 16,300 lb
- Seats: 10
- Landing gear: retractable
- Engine 1: P&W Canada JT15D-5R (turbofan); 4,587 hours total
- Engine 2: P&W Canada JT15D-5R (turbofan); 4,591 hours total
- Operator: Aircraft Management Group
The flight
- Departed from: YNG Youngstown OH at 3:04 pm
- Destination: JZI Charleston SC
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 150° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,700 ft
- Temperature: 86°F (30°C), dew point 72°F (22°C)
- Altimeter: 30.09 inHg
- Observation at 12:35 pm from JZI
Weather report (METAR): METAR KJZI 141635Z AUTO 15007KT 10SM FEW027 SCT033 SCT039 30/22 A3009 RMK AO2=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 2 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA21LA379.