Beech BE18 accident near Glenns Ferry, Idaho, May 30, 1987
On May 30, 1987 at about 1:01 am local time, a Beech BE18, registered N503CW, was substantially damaged in an accident near Glenns Ferry, Idaho (Glenns Ferry Municipal airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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 30, 1987 · about 1:01 am local time
- Place
- Glenns Ferry, Idaho · Glenns Ferry Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE18
- Registration
- N503CW · registry record · serial AF196
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE AT CRZ, PLT ENCOUNTERED TURBULENCE. SHORTLY THEREAFTER, EXPERIENCED ELEVATOR CONTROL DIFFICULTIES AND YOKE VIBRATIONS. PLT DECLARED EMERG, REQUESTED VECTOR TO CLOSEST AIRPORT. MTN HOME AFB RAPCON GAVE VECTOR TO GLENNS FERRY AIRPORT. ON APPROACH, PLT SIGHTED LARGE 'X' MARKS ON RWY, INDICATING AIRPORT CLOSED, BUT DUE NATURE OF EMERG, ELECTED TO CONTINUE. DUE CONDITIONS OF DUSK, PLT DID NOT SIGHT OBSTRUCTIONS (LARGE DIRT MOUNDS) ON RWY UNTIL COMMITTED. PLT ATTEMPTED TO STEER CLEAR ON T/D AND ROLL, BUT UNABLE; COLLIDED WITH ONE OR MORE BEFORE COMING TO REST. INVEST REVEALED ELEV TAB CONTROL ROD END HAD TORN FREE OF TAB HORN. HORN SHOWED EVIDENCE OF PREVIOUS WEAR NECESSITATING OVERSIZE BEARING. CONTINUED WEAR REDUCED CROSS-SECTION; UNABLE TO WITHSTAND TURB-INDUCED FLT LOADS. MTN HOME AFB NOT ON CLASS B NOTAM DIST AT TIME OF MISHAP.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,000 hours in all; 400 in this make and model; 255 in the last 90 days; 2,775 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,891 hours
- Last inspection: 100-hour inspection; 60 hours since
- Maximum gross weight: 9,700 lb
- Seats: 2
- Landing gear: retractable
- Engine: P&W R985AB14B (piston); 0 hours total
- Operator: Majestic Airlines, INC.
The flight
- Departed from: BOI Boise ID
- Destination: TWF Twin Falls ID
- Flight plan: none
- Runway 8, 3,200 ft by 190 ft
Weather at the time
- Light: dusk
- Wind: from 290° at 3 knots
- Visibility: 40 statute miles
- Sky: broken clouds at 10,000 ft; scat at 6,000 ft
- Temperature: 79°F (26°C), dew point 36°F (2°C)
- Altimeter: 29.00 inHg
- Observation at 7:03 pm from MOU, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.
Other NTSB records under N503CW the same tail number, which may have belonged to a different aircraft at the time
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.