Learjet 35 accident near San Marcos, Texas, January 2, 2024
On January 2, 2024 at about 11:10 pm local time, a 1981 Learjet 35, registered N46MF, was substantially damaged in an accident during landing (landing roll) near San Marcos, Texas (San Marcos Rgnl airport). It was an other work-use flight under charter and air-taxi rules (Part 135). No one was hurt; 5 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The captain’s failure to perform a go-around following an unstable approach while landing with a gusty tailwind, which resulted in the airplane touching down long on the wet runway with insufficient distance to stop. Contributing to the accident was the crew’s unawareness of the prevailing winds and first officer’s decision to not call a go-around.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 2, 2024 · about 11:10 pm local time
- Place
- San Marcos, Texas · San Marcos Rgnl · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Learjet 35 A, built 1981 · all 35s on the register
- Registration
- N46MF · registry record · serial 377
- Damage
- Substantial damage
- Flight
- Other work-use flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight approaching the descent for landing, the crew received automated weather information that was about an hour old that reported wind from the northeast. The crew selected the precision approach to the airport, which landed toward the southeast. Unknown to the crew, the wind had shifted from the northeast to a tailwind from the northwest and had increased in velocity with gusts. They did not request current weather during the descent, and no weather information was provided by the tower controller. Recorded data for the approach revealed that the airplane had a 15-knot tailwind and a steep descent rate before the landing, which exceeded the company’s general operation manual’s criteria for a stabilized approach. Data showed the airplane touched down at 124 knots about halfway down runway 13, which was wet, with about 2,600 ft remaining. The captain applied the brakes and reported that they were unresponsive. The airplane overran the runway and traveled into a grass field. The nose landing gear separated from the airplane, resulting in substantial damage to the fuselage. The first officer (FO) stated that he perceived that the airplane had hydroplaned on landing. A performance study conducted for the accident flight using available airplane and weather information revealed the landing distance for the airplane on a wet/contaminated runway was 4,550 ft; runway 13 was 5,601 ft. The calculated landing reference speed to included “half the gust factor” was 125 knots. The manufacturer’s flight manual lists the maximum tailwind component as 10 knots. The landing data for the flight could not be calculated since the actual tailwind component at the time of the landing exceeded 10 knots.
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
What happened, in order
- Runway excursion during landing (landing roll) defining event
The NTSB's findings
- Personnel issues › Experience/knowledge › Knowledge › Knowledge of meteorologic cond › Flight crew
- Environmental issues › Conditions/weather/phenomena › Wind › Tailwind › Awareness of condition
- Environmental issues › Conditions/weather/phenomena › Wind › Tailwind › Effect on operation
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Copilot
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 11,000 hours in all; 2,200 in this make and model; 65 in the last 90 days; 25 in the last 30 days; 7,400 as pilot in command; 1,200 on instruments
- Last flight review: December 8, 2023
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: helicopter
- Flight time: 789 hours in all; 165 in this make and model; 101 in the last 90 days; 16 in the last 30 days; 338 as pilot in command
- Last flight review: September 14, 2023
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 14,813 hours
- Last inspection: approved inspection programme, October 5, 2023
- Maximum gross weight: 18,300 lb
- Seats: 9
- Landing gear: retractable
- Engine 1: Honeywell TFE731-2C-2B (turbofan); 0 hours total
- Engine 2: Honeywell TFE731-2C-2B (turbofan); 0 hours total
- Operator: Med Flight Air Ambulance INC
The flight
- Departed from: ABQ Albuquerque NM at 9:48 pm
- Flight plan: IFR
- Runway 13, 5,601 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 310° at 12 knots, gusting 24
- Visibility: 9 statute miles
- Sky: overcast at 900 ft
- Temperature: 50°F (10°C), dew point 48°F (9°C)
- Altimeter: 30.07 inHg
- Observation at 5:06 pm from KHYI, 1 miles away
Weather report (METAR): KHYI 022306Z 31012G24KT 9SM OVC009 10/09 A3007 RMK AO2 LTG DSNT N RAE2257 CIG 006V011
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 3 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
12 documents, released by the NTSB on February 26, 2025. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Captain's Statement | PDF, 1 page | View Download |
| 3 | First Officer's Statement | PDF, 1 page | View Download |
| 4 | Photos | PDF, 3 pages | View Download |
| 5 | Weather Information | PDF, 4 pages | View Download |
| 6 | Airplane Performance Study | PDF, 13 pages | View Download |
| 7 | FAA ADS-B Data | spreadsheet | Download |
| 8 | Cockpit Voice Recorder - Specialista��s Factual Report | PDF, 21 pages | View Download |
| 9 | Crew Emails to FAA | PDF, 7 pages | View Download |
| 10 | Lear 35A Flight Manual Excerpt | PDF, 9 pages | View Download |
| 11 | Gom Stabilized Approach Criteria | PDF, 1 page | View Download |
| 12 | Statement of Party Representatives to NTSB Investigation | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.