Gates Learjet 24D accident near Gulkana, Alaska, August 20, 1985
On August 20, 1985 at about 10:05 am local time, a Gates Learjet 24D, registered N455JA, was destroyed in an accident near Gulkana, Alaska (Gulkana airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 3 people were killed. 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
- August 20, 1985 · about 10:05 am local time
- Place
- Gulkana, Alaska · Gulkana · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Gates Learjet 24D · all 24Ds on the register
- Registration
- N455JA · no longer on the register · serial 300
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
DURING A NIGHT ARRIVAL, THE FLT WAS ON AN INSTRUMENT APCH TO THE GULKANA ARPT WHEN RADIO CONTACT WITH THE ACFT WAS LOST. A SEARCH WAS INITIATED & THE WRECKAGE WAS FOUND 7.4 MI NORTH OF THE TERMINAL VOR ON THE 330 DEG RADIAL. THE INBOUND COURSE FOR THE VOR RWY 14 APCH WAS ON THE 315 DEG RADIAL. AN ON-SCENE EXAM REVEALED THE ACFT WAS TRACKING INBOUND WHEN IT COLLIDED WITH TREES, CRASHED & BURNED ABOUT 2.4 MI BEFORE REACHING THE FINAL APCH FIX. BOTH ENGS WERE OPERATING DURING IMPACT & BOTH HAD INJESTED CONSIDERABLE TREE MATERIAL. NO PREIMPACT MECHANICAL FAILURE WAS EVIDENT. THE CAPTAIN & 1ST OFFICER WERE CURRENTLY RESPONSIBLE FOR FLYING BOTH THE LEARJET & DHC-7 ACFT. THIS WAS THE CAPTAIN'S 1ST DAY OF WORK AFTER RETURNING FROM A VACATION TRIP TO HAWAII (APRX 1-1/2 WEEKS). THE 1ST OFFICER HAD AN ADEQUATE PERIOD FOR CREW REST PRIOR TO REPORTING FOR WORK; HOWEVER, HE HAD PREVIOUSLY BEEN WORKING A VARIED SCHEDULE. THE OPERATOR REPEATEDLY SHIFTED PLTS FROM 14 CFR 135 REST/DUTY REQUIREMENTS TO THOSE OF 14 CFR 121.
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; rotorcraft: glider
- Flight time: 5,582 hours in all; 801 in this make and model; 190 in the last 90 days; 3,468 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,645 hours
- Last inspection: approved inspection programme, July 1, 1985; 86 hours since
- Maximum gross weight: 13,500 lb
- Seats: 8
- Landing gear: retractable
- Engine: Ge CJ-610-6 (turbojet); 0 hours total
- Fire on the ground
- Operator: Era Helicopters, INC.
The flight
- Departed from: ANC Anchorage AK at 4:29 am
- Destination: GKN
- Flight plan: IFR
- Runway 14, 4,200 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 180° at 11 knots, gusting 12
- Visibility: 7 statute miles
- Sky: overcast at 9,000 ft; scat at 1,200 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Observation at 6:20 am from GKN, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 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.
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.