Gates Learjet 25B accident near Pittsburgh, Pennsylvania, November 22, 2001
On November 22, 2001 at about 6:05 pm local time, a Gates Learjet 25B, registered N5UJ, was destroyed in an accident near Pittsburgh, Pennsylvania (Pittsburg International airport). It was a positioning flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The (undetermined) pilot-at-the-controls' early, and over rotation of the airplane's nose during the takeoff attempt, and his failure to maintain directional control. Also causal, was the captain's inadequate remedial action, both during the takeoff attempt and after the airplane departed the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 22, 2001 · about 6:05 pm local time
- Place
- Pittsburgh, Pennsylvania · Pittsburg International · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Gates Learjet 25B · all 25Bs on the register
- Registration
- N5UJ · no longer on the register · serial 088
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A commercial pilot, who observed the airplane during the takeoff attempt, stated that it used "lots" of runway, and that the nose lifted "too early and way too slow." The airplane "struggled" to get in the air, and it appeared tail heavy, with "extreme" pitch, about 45 degrees nose-up. It also appeared that the only thing keeping the nose up was ground effect. The airplane became airborne for "a very short time," then sank to the ground, and veered off the left side of the runway. The nose was "up" the whole time, the airplane never "rolled off on a wing," and the wings never wobbled. The engines were "really loud," like a "shriek," and engine noise was "continuous until impact." Another witness at a different location confirmed the extreme nose-high takeoff attitude and the brief time the airplane was airborne. It seemed odd to him that an airplane with that much power used so much runway. A runway inspection revealed no evidence of foreign objects or aircraft debris. Tire tracks from the airplane's main landing gear veered off the left side of the paved surface, at a 20-degree angle, about 3,645 feet from the runway's approach end. They continued for about 775 feet, then turned back to parallel the runway for another 650 feet, before ending about 50 feet prior to a chain link fence. There was no evidence that the nose wheel was on the ground prior to the fence. The fence, which was about 1,300 feet along the airplane's off-runway ground track and 200 feet to the left of the runway edge stripe, was bent over in the direction of travel. Ground scars began about 150 feet beyond the fence, and the main wreckage came to rest 300 feet beyond the beginning of the ground scars. The first officer advised a witness that he'd be making the takeoff; however, the pilot at the controls during the accident sequence could not be confirmed. When asked prior to the flight if he'd be making a high-performance takeoff, the captain replied that he didn't know. There was no evidence of mechanical malfunction.
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; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,952 hours in all; 3,030 in this make and model; 46 in the last 90 days; 24 in the last 30 days; 1,515 on instruments
- Last flight review: September 6, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Injury: fatal
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,240 hours in all; 300 in this make and model; 102 in the last 90 days; 27 in the last 30 days
- Last flight review: October 6, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Injury: fatal
The aircraft
- Airframe total time: 10,004.7 hours
- Last inspection: approved inspection programme, November 9, 2001; 12.8 hours since
- Maximum gross weight: 15,000 lb
- Landing gear: retractable
- Engine 1: General Electric 6J610-6 (turbofan); 0 hours total
- Engine 2: General Electric 6J610-6 (turbofan); 0 hours total
- Fire on the ground
The flight
- Departed from: PIT Pittsburgh PA
- Destination: BCT Boca Raton FL
- Flight plan: IFR
- Runway 28L, 11,500 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 39°F (4°C)
- Altimeter: 30.04 inHg
- Observation at 6:04 pm from PIT
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.