Learjet 24-B accident near Orlando, Florida, May 23, 1998
On May 23, 1998 at about 7:30 am local time, a Learjet 24-B, registered N100DL, was substantially damaged in an accident near Orlando, Florida (Orlando Executive Airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 6 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The first officer's failure to perform proper emergency braking procedures.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 23, 1998 · about 7:30 am local time
- Place
- Orlando, Florida · Orlando Executive Airport
- Type
- Accident
- Injuries
- No one was hurt; 6 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Learjet 24-B · all 24-Bs on the register
- Registration
- N100DL · no longer on the register · serial 201
- 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
During landing roll, the airplanes normal braking system failed as a result of hydraulic fluid leak(s). At the pilot's request, deployment of the drag chute and application of the emergency braking system was performed by the first officer. According to the first officer, application of the emergency brakes caused the airplane to yaw. The first officer then pulled up on the emergency brakes handle followed by re-application of braking pressure. This action took place several times during the landing roll. Gates' Learjet Flight Training Manual (Page 105) states, 'In using the emergency brake lever, slow steady downward pressure is required. Each time the lever is allowed to return upward to the normal position, nitrogen is evacuated overboard. Brace your hand so you will not allow the lever to move up and down inadvertently on a bumpy runway.' The airplane overran the end of the runway and collided with the Instrument Landing System back course antennae.
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 engineer
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 18,395 hours in all; 318 in this make and model; 125 in the last 90 days; 44 in the last 30 days; 10,248 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,138 hours
- Last inspection: approved inspection programme, December 20, 1997
- Maximum gross weight: 13,500 lb
- Seats: 8
- Landing gear: retractable
- Engine: Ge CJ610-6 (turbojet); 0 hours total
- Operator: Panther Aviation
The flight
- Departed from: MIA Miami FL at 6:30 am
- Destination: ORL
- Flight plan: IFR
- Runway 7, 6,003 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, bright
- Wind: at 5 knots
- Visibility: 6 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 7:50 am from ORL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 4 |
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.