Gates Learjet 35A and Challenger II mid-air collision near Auburn, Alabama, September 22, 1985
On September 22, 1985 at about 5:36 pm local time, 2 aircraft, Gates Learjet 35A (N873LP) and Challenger II (UNREG), were involved in a mid-air collision near Auburn, Alabama (Auburn-Opelika airport). 2 people were killed, 5 people were seriously injured and 1 person had minor injuries. 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
- September 22, 1985 · about 5:36 pm local time
- Place
- Auburn, Alabama · Auburn-Opelika · map
- Type
- Accident · mid-air collision
- Injuries
- 2 people were killed, 5 people were seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Gates Learjet 35A · all 35As on the register
- Registration
- N873LP · no longer on the register · serial 104
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
- Aircraft 2
- Challenger II, amateur-built
- Registration
- UNREG · no longer on the register
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative for the Gates Learjet 35A final · quoted from the NTSB record
DRG ARRIVAL, THE AIRCREW OF A GATES LEAR JET 35A, N873LP, CANCELED THEIR IFR CLEARANCE & CONTACTED THE AUBURN UNICOM, THEN ENTERED THE TRAFFIC PATTERN TO LAND ON RWY 18. THE UNICOM OPERATOR RPRTD THAT THE LEAR JET CREW HAD RPRTD THEIR POSITION ON EACH PORTION OF THE TRAFFIC PATTERN. AT APRX THE SAME TIME, THE PLT OF AN UNREGISTERED, EXPERIMENTAL, CHALLENGER II WAS IN THE TRAFFIC PATTERN FOR RWY 10. THE 2 RWYS INTERSECTED AT THEIR APCH ENDS. JUST BEFORE LANDING, THE 2 ACFT COLLIDED AS THEY WERE CROSSING OVR THE INTERSECTION & CRASHED ON THE ARPT. THE CHALLENGER (A 2 PLACE VERSION OF AN ULTRALIGHT VEHICLE) WAS NOT EQUIPPED WITH A RADIO & THE UNICOM OPERATOR WAS UNAWARE OF ITS PRESENCE IN THE TRAFFICPATTERN. THE LEAR JET PLT STATED THAT NEITHER HE NOR HIS COPLT HAD SEEN ANY OTHER TRAFFIC AT THE ARPT. NO INDICATION WAS FOUND THAT EITHER CREW HAD TAKEN EVASIVE ACTION. AN EXAM OF THE CRASH SITE REVEALED EVIDENCE THAT THE COLLISION HAD OCCURRED APRX 50 FT ABV THE INTERSECTION.
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 NTSB's narrative for the Challenger II final · quoted from the NTSB record
DRG ARRIVAL, THE AIRCREW OF A GATES LEAR JET 35A, N873LP, CANCELED THEIR IFR CLEARANCE & CONTACTED THE AUBURN UNICOM, THEN ENTERED THE TRAFFIC PATTERN TO LAND ON RWY 18. THE UNICOM OPERATOR RPRTD THAT THE LEAR JET CREW HAD RPRTD THEIR POSITION ON EACH PORTION OF THE TRAFFIC PATTERN. AT APRX THE SAME TIME, THE PLT OF AN UNREGISTERED, EXPERIMENTAL, CHALLENGER II WAS IN THE TRAFFIC PATTERN FOR RWY 10. THE 2 RWYS INTERSECTED AT THEIR APCH ENDS. JUST BEFORE LANDING, THE 2 ACFT COLLIDED AS THEY WERE CROSSING OVR THE INTERSECTION & CRASHED ON THE ARPT. THE CHALLENGER (A 2 PLACE VERSION OF AN ULTRALIGHT VEHICLE) WAS NOT EQUIPPED WITH A RADIO & THE UNICOM OPERATOR WAS UNAWARE OF ITS PRESENCE IN THE TRAFFICPATTERN. THE LEAR JET PLT STATED THAT NEITHER HE NOR HIS COPLT HAD SEEN ANY OTHER TRAFFIC AT THE ARPT. NO INDICATION WAS FOUND THAT EITHER CREW HAD TAKEN EVASIVE ACTION. AN EXAM OF THE CRASH SITE REVEALED EVIDENCE THAT THE COLLISON HAD OCCURRED APRX 50 FT ABV THE INTERSECTION.
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 for the Gates Learjet 35A from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 8,000 hours in all; 1,100 in this make and model
- Medical certificate: Class 1
- Seat: left
The aircraft
- Airframe total time: 4,171 hours
- Last inspection: approved inspection programme; 16 hours since
- Maximum gross weight: 17,000 lb
- Seats: 11
- Landing gear: retractable
- Engine: Garrett TFE-731-2-2B (turbofan); 0 hours total
- Operator: Louisiana Pacific CORP.
The flight
- Departed from: Destin FL at 4:00 pm
- Flight plan: IFR
- Runway 18, 3,945 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 3,500 ft; not recorded at 3,500 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 5:48 pm from CSG, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 | ||
| Passengers | 4 | 1 |
The factual record for the Challenger II from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 354 hours in all; 278 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 790 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 447-336.6CC (piston); 0 hours total
- Operator: Recreational Aero,Inc.
The flight
- Departed from: Tuskegee AL at 5:10 pm
- Flight plan: none
- Runway 10, 4,000 ft by 100 ft
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.
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.