Learjet 35A accident near Punta Gorda, Florida, February 14, 2001
On February 14, 2001 at about 9:45 am local time, a Learjet 35A, registered N394JP, was substantially damaged in an accident near Punta Gorda, Florida (Charlotte County airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 5 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot misjudged the flare resulting in a hard landing, and impact with the runway. A factor in the accident was reduced visibility because of ground fog.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 14, 2001 · about 9:45 am local time
- Place
- Punta Gorda, Florida · Charlotte County · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Learjet 35A · all 35As on the register
- Registration
- N394JP · no longer on the register · serial 491
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane landed hard on runway 03, blew out the left main landing gear tires and traveled about 4,100 feet down the runway before coming to a stop. According to the pilot he radioed ATC that he had the airport and runway in sight. At 800 feet he lost sight of the runway because of "light fog." He performed a missed approach and stayed in the pattern VFR. On the second approach he was distracted by the fog, but said he did not lose sight of the runway. He said that the co-pilot advised him to go around again but he landed. He said the landing was hard, but did not realize he had a problem until the airplane started pulling to the left. When the airplane came to a stop he got everyone out because of a fuel leak. The 30-minute CVR recording was found to have no data that could contribute to determining the probable cause, and no transcript was prepared. The reported visibility at the time of the accident was 0.25 sm mile with fog. The pilot called the Saint Petersburg flight service station about 2 hours after the accident to report same.
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
- Flight time: 14,550 hours in all; 700 in this make and model; 380 in the last 90 days; 45 in the last 30 days; 14,000 as pilot in command
- Last flight review: August 3, 2000
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Injury: no injuries
The aircraft
- Airframe total time: 7,517 hours
- Last inspection: continuous airworthiness programme, November 30, 2000; 120 hours since
- Maximum gross weight: 18,100 lb
- Seats: 9
- Landing gear: retractable
- Engine: Garrett TFE 731-2-2B (turbojet); 0 hours total
The flight
- Departed from: MIA Miami FL at 9:30 am
- Destination: PGD Punta Gorda FL
- Flight plan: IFR
- Runway 03, 6,580 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, bright
- Wind: from 040° at 3 knots
- Visibility: 0.2 statute miles
- Sky: clear
- Temperature: 59°F (15°C), dew point 59°F (15°C)
- Altimeter: 30.22 inHg
- Observation at 10:00 am from PGD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 3 |
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.