Gulfstream Aerospace G-IV — registry & accident history
Compiled from FAA & NTSB records · as of Jul 29, 2026
There are 519 Gulfstream Aerospace G-IV airframes on record (built 1982–2004), 361 currently registered. 12 have one or more NTSB accident records (12 records total, 3 with a fatal highest-injury classification). Data as of Jul 29, 2026.
Recent Gulfstream Aerospace G-IV accidents
A No. 2 (right) engine failure due to a spinner fairing separation and subsequent impact with the fan blades that resulted in a midspan fracture of one fan blade. The spinner fairing separated as a result of a fatigue crack that originated from the heat affected zone of a tack weld that secured a spacer to the aft side of the fairing. Contributing to the incident was inadequate spinner fairing inspection procedures that did not require removal of the spinner fairing to inspect the aft side for earlier detection of crack indications.
The pilot-in-command’s (PIC) and second-in-command’s (SIC) failure during preflight inspection to ensure that the nose landing gear’s pip pin was properly installed, which resulted in separation of the pip pin during takeoff. Contributing to the accident was the ground crew supervisor’s failure to inform the PIC or SIC of the anomaly concerning the pip pin following a towing operation.
The flight crew’s incorrect glidepath and flare to landing, which resulted in a landing area undershoot and the main landing gear’s collision with the runway threshold.
The in-flight failure of the cabin pressurization relief/safety valve (CPRV) due to an obstruction of the CPRV static port, which allowed the airplane to overpressurize. The reason for the initial overpressurization condition could not be determined.
The pilot's rejected takeoff due to perceived flight control system anomalies, which led to excessive brake temperatures and resulted in a right main landing gear brake fire.
The flight crewmembers' failure to perform the flight control check before takeoff, their attempt to take off with the gust lock system engaged, and their delayed execution of a rejected takeoff after they became aware that the controls were locked. Contributing to the accident were the flight crew's habitual noncompliance with checklists, Gulfstream Aerospace Corporation's failure to ensure that the G-IV gust lock/throttle lever interlock system would prevent an attempted takeoff with the gust lock engaged, and the Federal Aviation Administration's failure to detect this inadequacy during the G-IV's certification.