Gates Learjet CORP. 35A accident near Ft. Lauderdale, Florida, February 3, 2014
On February 3, 2014 at about 3:30 am local time, a 1981 Gates Learjet CORP. 35A, registered N979RF, was involved in an accident during taxi near Ft. Lauderdale, Florida (Fort Lauderdale International airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to ensure that the ground power unit was disconnected from the airplane via hand signals from the lineman providing ground services before taxiing, which resulted in an injury to the lineman.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 3, 2014 · about 3:30 am local time
- Place
- Ft. Lauderdale, Florida · Fort Lauderdale International · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Gates Learjet CORP. 35A A, built 1981
- Registration
- N979RF · registry record · serial 376
- Damage
- Not recorded
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot, copilot, and two additional crewmembers were preparing to depart on a night medical transport flight. The copilot was at the controls of the airplane while the pilot monitored the airplane's systems and prepared for takeoff. During the engine start, one of the two linemen providing ground services to the airplane departed the ramp area leaving one lineman alone, which the operator allowed for normal ground servicing operations. After completing the engine start, the copilot gave the disconnect ground power hand signal to the lineman. The lineman responded with the hold hand signal and then moved to the left and rear of the airplane to disconnect the ground power unit (GPU). The pilot stated that he monitored the airplane's voltmeter to verify that the GPU was disconnected by observing a drop in the voltage current. However, although the drop in voltage could confirm that the GPU was no longer supplying power, it could not confirm that the GPU cable was disconnected. The pilot then looked out the window and realized that the airplane was moving forward. The pilot took the controls, applied the brakes, and set the parking brake. The pilot did not have visual contact with the lineman, so he asked the two crewmembers seated in the cabin to locate him, and one of the crewmembers reported that she saw him standing next to the GPU. The pilot then began to taxi the airplane for departure within the nonmovement area of the ramp; the pilot did not realize that the GPU was still connected to the airplane. As the airplane turned right, the GPU was pulled onto its side, and it then fell onto the lineman's right leg, which resulted in a serious injury. The pilot stopped the airplane and shut down the engines without further incident. The pilot should have ensured that the GPU was disconnected from the airplane via hand signals from the lineman providing ground services before taxiing the airplane and his failure to do so resulted in the lineman's injury.
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
- Ground handling event during taxi
- Loss of visual reference during taxi defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring other person › Pilot
- cause Personnel issues › Task performance › Communication (personnel) › Following instructions › Pilot
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,167 hours in all; 1,543 in this make and model; 139 in the last 90 days; 32 in the last 30 days; 607 as pilot in command; 222 on instruments
- Last flight review: October 30, 2013
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,650 hours in all; 64 in this make and model; 141 in the last 90 days; 70 in the last 30 days; 1,461 as pilot in command
- Last flight review: January 15, 2014
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 12,555 hours
- Last inspection: approved inspection programme, January 31, 2014; 167 hours since
- Maximum gross weight: 18,500 lb
- Seats: 7
- Landing gear: retractable
- Engine 1: Garrett TFE 731 2 2B (turbofan); 11,855 hours total
- Engine 2: Garrett TFE 731 SER (turbofan); 12,189 hours total
- Operator: Jedami Air LLC
The flight
- Departed from: KFLL Ft. Lauderdale FL at 4:00 am
- Destination: MWCR Grand Cayman
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 110° at 10 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,000 ft; a few clouds at 1,800 ft
- Temperature: 73°F (23°C), dew point 72°F (22°C)
- Altimeter: 30.09 inHg
- Observation at 2:53 am from FLL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 4 |
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 N979RF 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.