Learjet 25D accident near Chantilly, Virginia, June 18, 1994
On June 18, 1994 at about 10:25 am local time, a Learjet 25D, registered XABBA, was destroyed in an accident near Chantilly, Virginia (Washington Dulles Intl airport). It was a flight of an unrecorded kind under foreign airline rules (Part 129). 12 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE POOR DECISIONMAKING, POOR AIRMANSHIP, AND RELATIVE INEXPERIENCE OF THE CAPTAIN IN INITIATING AND CONTINUING AN UNSTABILIZED INSTRUMENT APPROACH THAT LED TO A DESCENT BELOW THE AUTHORIZED ALTITUDE WITHOUT VISUAL CONTACT WITH THE RUNWAY ENVIRONMENT. CONTRIBUTING TO THE CAUSE OF THE ACCIDENT WAS THE LACK OF A GROUND PROXIMITY WARNING SYSTEM ON THE AIRPLANE. (NTSB REPORT AAR-95/02)
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 18, 1994 · about 10:25 am local time
- Place
- Chantilly, Virginia · Washington Dulles Intl
- Type
- Accident
- Injuries
- 12 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Learjet 25D · all 25Ds on the register
- Registration
- XABBA · no longer on the register · serial 223
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · foreign airline rules (Part 129)
The NTSB's narrative final · quoted from the NTSB record
THE AIRPLANE CRASHED 0.8 NM SOUTH OF THE THRESHOLD OF THE RUNWAY DURING AN ILS APPROACH IN INSTRUMENT METEOROLOGICAL CONDITIONS. THE CAPTAIN WAS NOT AUTHORIZED TO ATTEMPT THE APPROACH AND WAS RELATIVELY INEXPERIENCED FOR AN APPROACH UNDER THE WEATHER CONDITIONS. THE CAPTAIN FAILED TO ADHERE TO ACCEPTABLE STANDARDS OF AIRMANSHIP DURING TWO UNSTABILIZED APPROACHES. AFTER THE UNSUCCESSFUL ILS APPROACH TO RUNWAY 1R, THE CAPTAIN SHOULD HAVE HELD FOR IMPROVEMENTS IN THE WEATHER, REQUESTED THE RUNWAY 19L ILS, OR PROCEEDED TO HIS ALTERNATE. AN OPERATING GPWS ABOARD THE AIRPLANE WOULD HAVE PROVIDED CONTINUOUS WARNING TO THE CREW FOR THE LAST 64 SECONDS OF FLIGHT AND MIGHT HAVE PREVENTED THE ACCIDENT.
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, foreign licence
- Ratings: multi-engine land; instrument: airplane
- Flight time: 1,706 hours in all; 1,314 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: continuous airworthiness programme, April 20, 1994
- Maximum gross weight: 16,300 lb
- Seats: 10
- Landing gear: retractable
- Engine: Ge CJ610-6 (turbojet); 0 hours total
The flight
- Departed from: NEW New Orleans LA at 7:47 am
- Destination: IAD
- Flight plan: IFR
- Runway 1R, 11,500 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: dawn
- Visibility: 0.5 statute miles
- Sky: not recorded
- Temperature: 72°F (22°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 10:35 am from IAD, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 10 |
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.