Gates Learjet 35A accident near Fort Worth, Texas, July 12, 1985
On July 12, 1985 at about 9:09 am local time, a Gates Learjet 35A, registered N613RR, was substantially damaged in an accident near Fort Worth, Texas (Meacham Fld airport). 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
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 12, 1985 · about 9:09 am local time
- Place
- Fort Worth, Texas · Meacham Fld · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Gates Learjet 35A · all 35As on the register
- Registration
- N613RR · no longer on the register · serial 35A-276
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THIS ACFT RAN OFF THE DEPARTURE END OF THE 4001' RUNWAY FOLLOWING A NORMAL APPROACH, TOUCHDOWN AND INITIAL BRAKING. AFTER ABOUT 1000' OF NORM BRAKING, THE ACFT BEGAN A DRIFT TO THE RIGHT WHICH WAS PARTIALLY OVERCOME BY FULL LEFT RUDDER AND ASYMMETRICAL BRAKES. AFTER DEPARTING THE RUNWAY THE ACFT ENCOUNTERED DOWN SLOPING TERRAIN WHICH CAUSED THE NOSE GEAR TO COLLAPSE AND BUCKLED THE RIGHT WING. INVESTIGATION REVEALED THAT THE BRAKE LINES ON THE LEFT MLG WERE REVERSED WHICH CAUSED ERRANT COMMAND SIGNALS TO BE TRANSMITTED TO THE ANTI-SKID CONTROL UNIT DURING HEAVY BRAKE APPLICATION, NEGATING THE ANTI-SKID FUNCTION. THE LINES HAD BEEN MIS-INSTALLED DURING THE PREVIOUS BRAKE OVERHAUL. IT WAS NOTED THAT THE MAINTENANCE MANUAL DOES NOT ADDRESS THE CRITICALITY OF PROPER HOSE INSTALLATION AND THAT EITHER HOSE MAY BE INSTALLED IN THE INBD OR OTBD BRAKE HOUSING PORTS. ACFT WAS NOT EQUIPPED WITH REVERSERS.
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; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,679 hours in all; 1,065 in this make and model; 144 in the last 90 days; 66 in the last 30 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,065 hours
- Last inspection: continuous airworthiness programme, May 29, 1985; 57 hours since
- Maximum gross weight: 17,000 lb
- Seats: 8
- Landing gear: retractable
- Engine: Garrett TPE-731-2-2B (turbofan); 0 hours total
- Operator: Million Air
The flight
- Departed from: ADS Dallas TX at 9:00 am
- Flight plan: none
- Runway 16R, 4,001 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: night, bright
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 68°F (20°C)
- Altimeter: 29.00 inHg
- Observation at 9:09 am from FTW
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.