Learjet 23 accident near Columbia, Tennessee, July 2, 1991
On July 2, 1991 at about 11:56 pm local time, a Learjet 23, registered N500FM, was substantially damaged in an accident near Columbia, Tennessee (Maury County airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S PREMATURE DECISION TO TURN OFF THE ANTI-SKID DURING LANDING ROLL. FACTORS TO THIS ACCIDENT WERE HYDROPLANING CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 2, 1991 · about 11:56 pm local time
- Place
- Columbia, Tennessee · Maury County · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Learjet 23 · all 23s on the register
- Registration
- N500FM · no longer on the register · serial 23-088
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT HAD COMPUTED LANDING PERFORMANCE INFORMATION FOR A LANDING ON A WET RUNWAY WITH ANTI-SKID; SUFFICIENT RUNWAY SURFACE WAS AVAILABLE. TOUCHDOWN WAS NORMAL, HOWEVER DURING THE BRAKING PROCESS, THE AIRPLANE STARTED TO FISHTAIL AND THE PILOT BELIEVED THAT THE ANTI-SKID SYSTEM HAD FAILED. THEREFORE, THE PILOT TURNED THE ANTI-SKID SYSTEM OFF AND CONTINUED THE ROLLOUT WITH NORMAL BRAKING. THE AIRPLANE WENT OFF THE DEPARTURE END OF RUNWAY 05 AND SUSTAINED SUBSTANTIAL DAMAGE. PERFORMANCE DATA INDICATED MORE RUNWAY SURFACE WAS REQUIRED FOR A SAFE LANDING ON A WET RUNWAY WITHOUT ANTI-SKID ASSISTANCE. THE BRAKING SEQUENCE OF EVENTS DESCRIBED BY THE PILOT RESEMBLED DYNAMIC HYDROPLANING WHERE THERE WAS A COMPLETE LOSS OF BRAKING EFFECTIVENESS RATHER THAN AN ANTI-SKID MALFUNCTION. AN EXAMINATION OF THE AIRPLANE FAILED TO DISCLOSE ANY MECHANICAL PROBLEMS.
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
- Ratings: multi-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,964 hours in all; 4,039 in this make and model; 285 in the last 90 days; 77 in the last 30 days; 4,039 as pilot in command; 71 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 13,594 hours
- Last inspection: approved inspection programme, June 10, 1991; 43 hours since
- Maximum gross weight: 12,499 lb
- Seats: 3
- Landing gear: retractable
- Engine: Ge CJ610-4 (turbojet); 0 hours total
- Operator: Connie Kalitta Services, INC.
The flight
- Departed from: YNG Youngtown OH at 11:30 pm
- Flight plan: IFR
- Runway 5, 5,009 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 9:00 pm from MRC, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
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.