Gates Learjet 35 accident near Philadelphia, Pennsylvania, March 22, 2006
On March 22, 2006 at about 6:55 am local time, a Gates Learjet 35, registered N58EM, was substantially damaged in an accident near Philadelphia, Pennsylvania (Philadelphia International airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The operator's inadequate maintenance of the fuel computer harness which resulted in engine surging and a subsequent loss of control by the flight crew during the takeoff roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 22, 2006 · about 6:55 am local time
- Place
- Philadelphia, Pennsylvania · Philadelphia International · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Gates Learjet 35 · all 35s on the register
- Registration
- N58EM · no longer on the register · serial 046
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
During the takeoff roll, after the pilot disengaged the nose gear steering, the airplane began to turn to the right. The copilot noticed fluctuations with the engine indications, and called for an abort. Power was reduced to idle, and the pilot corrected to the left using left rudder pedal and braking. The airplane turned to the right again, and the pilot corrected to the left. The airplane continued to turn left, and departed the left side of the runway, tail first, and was substantially damaged. The airplane had accrued 18,040.3 total hours of operation. It was powered by two turbofan engines, each equipped with an electronic fuel computer. Examination of the left engine's wiring harness revealed that the outer shielding on the fuel computer harness assembly was loose, deteriorated, and an approximate 3-inch section was missing. Multiple areas of the outer shielding were also chaffed, the ground wire for the shielding was worn through, and the wiring was exposed. Testing of the wiring to the fuel computer connector, revealed an intermittent connection. After disassembly of the connector, it was discovered that the connector pin's wire was broken off at its crimp location. Examination under a microscope of the interior of the pin, revealed broken wire fragments that displayed evidence of corrosion. Simulation of an intermittent electrical connection resulted in N1 spool fluctuations of 2,000 rpm during engine test cell runs. According to the airplane's wiring maintenance manual, a visual inspection of all electrical wiring in the nacelle to check for security, clamping, routing, clearance, and general condition was to be conducted every 300 hours or 12 calendar months. Additionally, all wire harness shield overbraids and shield terminations were required to be inspected for security and general condition every 300 hours or 12 calendar months, and at every 600 hours or 24 calendar months. According to company maintenance records, the wiring had been inspected 6 days prior to the accident.
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: 2,900 hours in all; 1,300 in this make and model; 236 in the last 90 days; 80 in the last 30 days
- Last flight review: March 1, 2006
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,600 hours in all; 700 in this make and model; 238 in the last 90 days; 77 in the last 30 days
- Last flight review: June 1, 2005
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 18,040.3 hours
- Last inspection: approved inspection programme, March 1, 2006; 9.7 hours since
- Maximum gross weight: 18,300 lb
- Seats: 3
- Landing gear: retractable
- Engine 1: Garrett TFE 731-2-2B (turbofan); 0 hours total
- Engine 2: Garrett TFE 731-2-2B (turbofan); 0 hours total
- Operator: Bankair Inc.
The flight
- Departed from: PHL Philadelphia PA at 6:55 am
- Destination: CLT Charlotte NC
- Flight plan: IFR
- Runway 27L, 10,506 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 330° at 9 knots
- Visibility: 10 statute miles
- Sky: overcast at 10,000 ft
- Temperature: 36°F (2°C), dew point 12°F (-11°C)
- Altimeter: 29.77 inHg
- Observation at 6:54 am from PHL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.