Learjet LR35 accident near Greenville, South Carolina, February 27, 1997
On February 27, 1997 at about 3:15 pm local time, a Learjet LR35, registered N440HM, was destroyed in an accident near Greenville, South Carolina (Greenville Downtown airport). It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot-in-command's failure to achieve the proper touchdown point on a known wet runway, resulting in a subsequent overrun and on ground collision with a ditch.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 27, 1997 · about 3:15 pm local time
- Place
- Greenville, South Carolina · Greenville Downtown · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Learjet LR35
- Registration
- N440HM · registry record · serial 35A294
- Damage
- Destroyed
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot-in-command stated he was cleared for an ILS approach. He had to use spoilers to intercept the glideslope. The landing was extended at the outer marker as the airspeed was slowed through 200 knots. As the airspeed decreased the spoilers were retracted and the flaps were extended to 20-degrees. The airplane was drifting to the right and flaps were lowered to 40-degrees as the drift was corrected. The airplane floated and touched down long. The spoilers, and brakes were applied as well as full reverse. There was no braking due to hydroplaning. Examination of the crash site revealed the airplane went off the end of the runway, skidded through 200 feet of sod, vaulted off a 25 foot embankment, skidded across a road, and collided with a ditch.
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, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,293 hours in all; 202 in this make and model; 208 in the last 90 days; 48 in the last 30 days; 4,366 as pilot in command; 3,509 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 18,300 lb
- Seats: 10
- Landing gear: retractable
- Engine: Garrett TFE-731-2-2B (turbofan); 0 hours total
The flight
- Departed from: ATL Atlanta GA at 2:40 pm
- Destination: GMU
- Flight plan: IFR
- Runway 36, 5,393 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 2 knots
- Visibility: 0.5 statute miles
- Sky: broken clouds at 2,400 ft; not recorded
- Temperature: 52°F (11°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 3:12 pm from GMU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.