Learjet LR-24D accident near Benton Harbor, Michigan, July 15, 1990
On July 15, 1990 at about 6:14 am local time, a Learjet LR-24D, registered N45CP, was destroyed in an accident near Benton Harbor, Michigan (Benton Harbor Ross Field). It was a positioning flight under general aviation rules (Part 91). 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
PILOT-IN-COMMAND'S MISJUDGED APPROACH TO LANDING, WHICH RESULTED IN THE AIRCRAFT RUNNING OFF THE DEPARTURE END OF THE RUNWAY INTO A RAVINE. THE LATE, DARK NIGHT, IFR CONDITIONS CONTRIBUTED TO THE ACCIDENT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 15, 1990 · about 6:14 am local time
- Place
- Benton Harbor, Michigan · Benton Harbor Ross Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Learjet LR-24D
- Registration
- N45CP · no longer on the register · serial 242
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED THAT AFTER REFUELING AT A NEARBY AIRPORT, HE AND HIS CO-PILOT RETURNED TO BENTON HARBOR, MICHIGAN TO POSITION THE AIRCRAFT FOR AN ORGAN TRANSPLANT FLIGHT. HE STATED THAT HE SHOT THE ILS APPROACH TO RUNWAY 27, AND BROKE OUT AT ABOUT 1100 FEET, WITH AN ESTIMATED 6 MILES VISIBILITY. HE REPORTED THAT THE 'HIGH INTENSITY APPROACH LIGHTS WERE ON FULL BRIGHT, DESTROYING MY NIGHT VISION....'HE STATED THAT ONCE THEY PASSED THE APPROACH LIGHTS HE WAS UNABLE TO SEE THE RUNWAY SURFACE, AND THE THE AIRCRAFT 'MUST HAVE FLOATED....'HE WAS UNABLE TO STOP BEFORE RUNNING OFF THE END OF THE RUNWAY. THE CO-PILOT'S STATEMENT CONCURS. THE PILOT-IN-COMMAND REPORTED A TOTAL FLIGHT TIME OF 8,300 HOURS, INCLUDING 2,100 HOURS IN THE ACCIDENT MAKE AND MODEL, AND 5,000 HOURS OF NIGHT FLIGHT EXPERIENCE.
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
- Ratings: multi-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 8,300 hours in all; 2,100 in this make and model; 200 in the last 90 days; 60 in the last 30 days; 5,000 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,322 hours
- Last inspection: inspection type not recorded, March 30, 1990; 163 hours since
- Maximum gross weight: 13,500 lb
- Seats: 8
- Landing gear: retractable
- Engine: Ge CJ-610-8A (piston); 0 hours total
The flight
- Departed from: SBN South Bend IN at 7:00 am
- Flight plan: IFR
- Runway 27, 5,100 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 270° at 5 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 1,100 ft; not recorded
- Temperature: 63°F (17°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
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.
Other NTSB records under N45CP the same tail number, which may have belonged to a different aircraft at the time
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.