Learjet 25B accident near Ft. Pierce, Florida, February 4, 2001
On February 4, 2001 at about 5:24 pm local time, a Learjet 25B, registered N48WA, was substantially damaged in an accident near Ft. Pierce, Florida (Ft. Pierce International airport). It was a public-use flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The mechanic's failure to properly install and secure the left main landing gear aft trunnion pin in accordance with procedures.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 4, 2001 · about 5:24 pm local time
- Place
- Ft. Pierce, Florida · Ft. Pierce International · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Learjet 25B · all 25Bs on the register
- Registration
- N48WA · no longer on the register · serial 25-136
- Damage
- Substantial damage
- Flight
- Public-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During take off the pilot experienced a landing gear retraction problem. Shortly after touch down, the left main landing gear broke away from the airframe. Directional control of the airplane was lost, and the airplane skidded off to the left side of the runway. Examination of the aircraft maintenance records revealed that the landing gear assembly had been removed and reinstalled during a recent maintenance procedure. Further examination revealed that the left main landing gear trunnion pin was improperly installed and secured in accordance with the Learjet maintenance manual.
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: commercial pilot
- Flight time: 4,500 hours in all; 1,500 in this make and model; 140 in the last 90 days; 45 in the last 30 days; 3,800 as pilot in command; 0 on instruments
- Last flight review: December 31, 2000
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 1,560 hours in all; 150 in this make and model; 170 in the last 90 days; 70 in the last 30 days; 1,100 as pilot in command; 280 on instruments
- Last flight review: January 1, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 10,810 hours
- Last inspection: approved inspection programme, January 19, 2001; 31 hours since
- Maximum gross weight: 15,000 lb
- Seats: 10
- Landing gear: retractable
- Engine: Ge CJ610-6 (turbojet); 0 hours total
The flight
- Departed from: FPR Ft. Pierce FL at 5:00 pm
- Destination: FPR Ft. Pierce FL
- Flight plan: IFR
- Runway 27, 6,492 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,000 ft; scat at 3,000 ft
- Temperature: 68°F (20°C), dew point 63°F (17°C)
- Altimeter: 30.05 inHg
- Observation at 6:35 pm from FPR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
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.