Learjet 24 accident near Gainesville, Georgia, September 26, 1999
On September 26, 1999 at about 1:35 pm local time, a Learjet 24, registered N224SC, was substantially damaged in an accident near Gainesville, Georgia (Lee Gilmer Memorial airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured and 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadequate inspection of the main landing gear brake assemblies, which lead to operation of the aircraft with worn brakes that failed during the landing roll. Contributing factors were the descending terrain, roadway and ditch.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 26, 1999 · about 1:35 pm local time
- Place
- Gainesville, Georgia · Lee Gilmer Memorial · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Learjet 24 · all 24s on the register
- Registration
- N224SC · registry record · serial 100
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilots stated that approach and landing were normal. During landing rollout, about 2,000 feet down the runway, the brakes became ineffective. The aircraft continued to roll off the end of the runway, down an embankment, across a 4 lane road, and came to rest in a drainage ditch. Post-crash examination of the main landing gear brakes showed that 3 out of the 4 brake assemblies were worn beyond allowable limits and all 4 antiskid wheel generators were not producing voltage within the allowable limits. The outboard right main tire had failed during landing roll do to the antiskid becoming inoperative due to the low voltage of the wheel generator. The airplane had received an A-1 through A-6 inspection 2 days before the accident and this was the first flight since the inspection. The A-5 inspection requires inspection of the landing gear brake assemblies for wear, cracks, hydraulic leaks, and release.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,830 hours in all; 580 in this make and model; 25 in the last 90 days; 8 in the last 30 days; 4,830 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 12,869 hours
- Last inspection: approved inspection programme, September 24, 1999; 2 hours since
- Maximum gross weight: 13,000 lb
- Seats: 8
- Landing gear: retractable
- Engine: Ge CJ610-4 (turbofan); 0 hours total
The flight
- Departed from: SRQ Sarasota FL at 12:35 pm
- Destination: GVL
- Flight plan: IFR
- Runway 29, 4,001 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 060° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 1:53 pm from GVL, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 | ||
| Passengers | 1 | 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.