Gulfstream G1159B incident near Burbank, California, October 13, 2006
On October 13, 2006 at about 6:34 pm local time, a Gulfstream G1159B, registered N113AR, was involved in an incident near Burbank, California (Bob Hope airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 7 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot's improper decision to continue to taxi onto an unusable taxi area clearly marked as such. A finding in the accident was the incorrectly depicted EMAS area on the approach chart.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 13, 2006 · about 6:34 pm local time
- Place
- Burbank, California · Bob Hope · map
- Type
- Incident
- Injuries
- No one was hurt; 7 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Gulfstream G1159B · all G1159Bs on the register
- Registration
- N113AR · registry record · serial 139
- Damage
- Not recorded
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the landing rollout to taxi, the pilot allowed the airplane to enter the EMAS (Engineered Materials Arresting System) area, and the airplane became stuck approximately 35 feet into the EMAS area. The touchdown and rollout were normal. As the pilot prepared to turn onto the taxiway, he turned onto what appeared to be pavement marked with yellow chevrons, to facilitate the turn. The pilot reported that he had in fact observed the yellow chevrons, but continued onto the EMAS area anyway to facilitate the turn onto the taxiway. Advisory Circular 105-5340-1J, Standards for Airport Markings, section 16 as well as the Aeronautical Information Manual Chapter 2, sections 2-3-2 and 2-3-3, identifies the yellow chevron area as unusable for landing, takeoff, and taxiing. The Jeppesen approach chart incorrectly identified the EMAS area as being on the opposite end of the runway. As a result of the investigation, Jeppesen changed the airport chart to correctly depict the EMAS location at the airport.
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; single-engine sea; instrument: airplane; rotorcraft: helicopter
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 96,700 lb
- Seats: 22
- Landing gear: retractable
- Engine 1: Rolls-Royce SPEY MK 511SR (turbojet); 0 hours total
- Engine 2: Rolls-Royce SPEY MK 511SR (turbojet); 0 hours total
The flight
- Departed from: LAS Las Vegas NV at 6:00 pm
- Destination: BUR Burbank CA
- Flight plan: IFR
- Runway 8, 5,801 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 230° at 9 knots
- Visibility: 10 statute miles
- Sky: scat at 9,000 ft
- Temperature: 66°F (19°C), dew point 50°F (10°C)
- Altimeter: 29.85 inHg
- Observation at 6:35 pm from BUR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 4 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number LAX07IA008.