Israel Aircraft Industries GULFSTREAM 200 incident near Jackson, Wyoming, November 22, 2010
On November 22, 2010 at about 4:29 pm local time, a Israel Aircraft Industries GULFSTREAM 200, registered N718QS, was involved in an incident during landing (landing roll) near Jackson, Wyoming (Jackson Hole 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 instrument conditions (cloud, fog or low visibility).
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The NTSB's probable cause their words, unchanged
The flight crew's inability to stop the airplane during landing roll on a snow- and ice-contaminated runway. Contributing to the runway overrun were the deteriorating runway conditions.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 22, 2010 · about 4:29 pm local time
- Place
- Jackson, Wyoming · Jackson Hole Airport · map
- Type
- Incident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Israel Aircraft Industries GULFSTREAM 200 · all GULFSTREAM 200s on the register
- Registration
- N718QS · no longer on the register · serial 136
- Damage
- Not recorded
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight crew reported that, prior to the flight, they were initially delayed due to weather and low runway friction values (MU) at their intended destination. (MU values range from 0 and 100, where 0 is the lowest friction value and 100 is the maximum friction value. A MU value of 40 or less is the level at which aircraft braking performance starts to deteriorate and directional control begins to be less responsive.) Dispatch personnel later reported that the conditions had improved and that the crew was released for the flight. While en route, the crew monitored weather and runway conditions at the destination airport and calculated the required landing distances, which they found to be within acceptable limits for the reported MU values of 41, 37, and 36. About 10 minutes before landing, MU values were reported as 40, 42, and 40, with patchy thin snow over patchy thin packed snow and ice on the runway surface. The flight crew received these MU values, continued their approach to the airport, and landed. During the landing roll, thrust reversers were deployed, and the crew noted that all of the ground and air slat indication lights were green and that the anti-skid system began to pulse; however, the airplane was not slowing down. Despite the application of maximum thrust reverse, there was no effect on slowing the airplane, and it exited the departure end of the 6,300-foot runway and came to rest just beyond the blast pad. The flight crew reported no mechanical malfunctions or failures with the airplane that would have precluded normal operation. About 7 minutes after the runway overrun, MU values were recorded as 34, 33, and 23. As indicated by the MU values reported just prior to landing, and the lower values reported shortly after landing, the landing was made at a time when the runway conditions were deteriorating, and the braking performance was becoming less effective.
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
- Runway excursion during landing (landing roll) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Surface speed/braking › Attain/maintain not possible
- factor Environmental issues › Physical environment › Runway/land/takeoff/taxi surfa › Snow/slush/ice covered › Contributed to outcome
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 10,194 hours in all; 2,067 in this make and model; 32 in the last 90 days; 2 in the last 30 days; 7,563 as pilot in command
- Last flight review: June 1, 2010
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,431 hours in all; 1,190 in this make and model; 95 in the last 90 days; 41 in the last 30 days; 4,031 as pilot in command
- Last flight review: June 10, 2010
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 3,511 hours
- Last inspection: approved inspection programme, September 24, 2010; 125 hours since
- Maximum gross weight: 35,800 lb
- Seats: 19
- Landing gear: retractable
- Engine 1: P&W Canada PW306A (turbofan); 0 hours total
- Engine 2: P&W Canada PW306A (turbofan); 0 hours total
- Operator: Netjets Sales INC
The flight
- Departed from: BZN Bozeman MT at 3:37 pm
- Destination: JAC Jackson WY
- Flight plan: IFR
- Runway 19, 6,300 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 11 knots
- Visibility: 0 statute miles
- Sky: overcast at 2,500 ft
- Temperature: 19°F (-7°C), dew point 16°F (-9°C)
- Altimeter: 29.60 inHg
- Observation at 4:20 pm from JAC
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 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.
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 documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text 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 WPR11IA055.