Learjet 35A accident near Clearwater, Florida, November 4, 1987
On November 4, 1987 at about 11:00 pm local time, a Learjet 35A, registered N900JE, was substantially damaged in an accident near Clearwater, Florida (St Petersburg/Clearwater airport). It was an executive or corporate flight under general aviation rules (Part 91). No one was hurt; 3 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 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
- November 4, 1987 · about 11:00 pm local time
- Place
- Clearwater, Florida · St Petersburg/Clearwater
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Learjet 35A · all 35As on the register
- Registration
- N900JE · no longer on the register · serial 123
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING TAXI UP TO HANGAR UNDER DIRECTION OF LINEMAN AFTER ARRIVAL THE FLT EXPERIENCED LOSS OF HYDRAULIC PRESSURE AND BRAKES. THE PLT COULD NOT ACTIVATE THE EMERGENCY BRAKES PRIOR TO ROLLING INTO THE HANGAR AND COLLIDING WITH TWO ACFT PRIOR TO COMING TO REST. EXAMINATION OF THE ACFT REVEALED THE SPOILERON CONTROL VALVE ASSEMBLY SUFFERED FRACTURE OF A NAS1351-4H-24P SCREW DUE TO HYDROGEN EMBRITTLEMENT CRACKING WHICH CAUSED THE SCREW HEAD TO SEPARATE FROM THE SCREW SHANK. THE SCREW IS ONE OF THREE WHICH RETAINS THE SELECTOR VALVE TO THE MANIFOLD ASSEMBLY. WHEN THE SCREW FAILED THE VALVE BODY SEPARATED ALLOWING LOSS OF ALL USABLE HYDRAULIC FLUID. THE SOURCE OF THE MIGRATING ELEMENTAL HYDROGEN INTO THE FRACTURE AREA COULD NOT BE DETERMINED. THE VALVE ASSEMBLY HAD BEEN INSTALLED IN THE ACFT SINCE MANUFACTURE IN 1977 AND HAD ACCUMULATED 5,642 HOURS. THE VALVE IS MAINTAINED ON CONDITION.
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: 9,700 hours in all; 3,600 in this make and model; 84 in the last 90 days; 8,800 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,642 hours
- Last inspection: approved inspection programme, October 9, 1987
- Maximum gross weight: 17,000 lb
- Seats: 10
- Landing gear: retractable
- Engine: Garrett TFE-731-2-2B (turbofan); 0 hours total
- Operator: Jack Eckerd CORP.
The flight
- Departed from: PBI W. Palm Bch FL at 10:25 pm
- Flight plan: IFR
- Runway 17L, 7,990 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 8 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 400 ft; not recorded
- Temperature: 73°F (23°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
- Observation at 10:50 pm from PIE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 1 |
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.