Gates Learjet 25B accident near Colorado Spring, Colorado, September 4, 2004
On September 4, 2004 at about 7:50 pm local time, a Gates Learjet 25B, registered N47MR, was substantially damaged in an accident near Colorado Spring, Colorado (City Of Colorado Springs Muni airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
right main tire failure for reasons undetermined.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 4, 2004 · about 7:50 pm local time
- Place
- Colorado Spring, Colorado · City Of Colorado Springs Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Gates Learjet 25B · all 25Bs on the register
- Registration
- N47MR · registry record · serial 101
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
According to the operator, during the takeoff roll, the airplane began to vibrate on the right side and then the right tire blew. The left tire blew shortly thereafter. In a statement made by the co-pilot, the "captain maintained directional control" and the drag chute was deployed. The airplane came to rest at the departure end of the runway. A postaccident investigation revealed substantial damage. An examination of the airplane systems revealed no anomalies.
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; single-engine land; instructor: airplane multi-engine; instrument: airplane
- Flight time: 21,744 hours in all; 4,506 in this make and model; 109 in the last 90 days; 35 in the last 30 days; 18,727 as pilot in command; 3,390 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,750 hours in all; 930 in this make and model; 118 in the last 90 days; 43 in the last 30 days; 253 as pilot in command
- Last flight review: February 16, 2004
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rear
- Injury: no injuries
The aircraft
- Last inspection: approved inspection programme, August 2, 2004; 75.9 hours since
- Maximum gross weight: 15,000 lb
- Seats: 8
- Landing gear: retractable
- Engine 1: General Electric CJ-610-6 (turbojet); 0 hours total
- Engine 2: General Electric CJ-610-6 (turbojet); 0 hours total
- Operator: American Jets, Inc.
The flight
- Departed from: COS Colorado Spring CO at 7:50 pm
- Destination: MEM Memphis TN
- Flight plan: IFR
- Runway 17L, 13,500 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: dawn
- Wind: from 110° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 11,000 ft; a few clouds at 6,000 ft
- Temperature: 72°F (22°C), dew point 50°F (10°C)
- Altimeter: 30.02 inHg
- Observation at 7:54 pm from COS, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 | |||
| Passengers | 1 |
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.