Gates Learjet 25B accident near Chicago, Illinois, November 26, 1990
On November 26, 1990 at about 11:15 am local time, a Gates Learjet 25B, registered N5LL, was substantially damaged in an accident near Chicago, Illinois (Chicago O'Hare airport). It was a positioning flight under general aviation rules (Part 91, subpart F). 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 DRIVER'S INADEQUATE VISUAL LOOKOUT. A FACTOR IN THE ACCIDENT WAS THE COMPANY'S CONFIGURING THE TRUCK WITH MIRRORS WHICH OBSTRUCT FORWARD VISIBILITY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 26, 1990 · about 11:15 am local time
- Place
- Chicago, Illinois · Chicago O'Hare
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Gates Learjet 25B · all 25Bs on the register
- Registration
- N5LL · registry record · serial 183
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91, subpart F)
The NTSB's narrative final · quoted from the NTSB record
A TAXIING TWIN TURBOJET COLLIDED AT NIGHT WITH AN AIRLINE SERVICE TRUCK IN AN INTERSECTION OF A TAXIWAY AND SERVICE ROAD. WEATHER WAS CLEAR AND DRY. THE AIRCREW SAW THE TRUCK SLOW APPROACHING THE INTERSECTION AND DID NOT NOTICE IT AGAIN UNTIL IT ENTERED THE TAXIWAY. THE DRIVER STATED HE STOPPED, DID NOT SEE THE PLANE AND PROCEEDED. THE CREW STATED TAXI LIGHTS, ROTATING BECAONS AND NAVIGATION LIGHTS WERE ON. THE TAXIWAY AND INTERSECTION WERE NOT ILLUMINATED. THE BACKGROUND IN THE DRIVER'S VIEW TO THE APPROACHING AIRPLANE WAS A BRIGHTLY LIT TERMINAL. THE DRIVER'S VIEW FROM THE TRUCK CAB WAS PARTIALLY OBSTRUCTED BY EYE-LEVEL MIRRORS MOUNTED OUTBOARD ON EACH DOOR FOR A REAR VIEW PAST THE TRUCK'S CUSTOM BODY.
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; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 8,000 hours in all; 600 in this make and model; 30 in the last 90 days; 10 in the last 30 days; 7,500 as pilot in command; 2,000 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,490 hours
- Last inspection: approved inspection programme, October 21, 1990; 39 hours since
- Maximum gross weight: 15,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Ge CJ-610-6 (turbojet); 0 hours total
- Operator: Connie Kalitta Services INC
The flight
- Departed from: YIP Ypsilanti MI at 10:30 am
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 100° at 9 knots
- Sky: scat at 25,000 ft
- Temperature: 39°F (4°C), dew point 30°F (-1°C)
- Observation at 10:50 am from ORD
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.