Gates Learjet 36A accident near Newport News, Virginia, March 26, 2007
On March 26, 2007 at about 11:30 am local time, a Gates Learjet 36A, registered N527PA, was substantially damaged in an accident near Newport News, Virginia (Newport News International airport). It was a public-use flight under public-use (government) rules. No one was hurt; 2 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 failure of the landing gear tires due to foreign object damage (FOD) on the runway. Contributing to the accident was the failure of the drag chute.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 26, 2007 · about 11:30 am local time
- Place
- Newport News, Virginia · Newport News International · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Gates Learjet 36A
- Registration
- N527PA · registry record · serial 019
- Damage
- Substantial damage
- Flight
- Public-use flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
During the takeoff roll, the flightcrew heard a "loud pop," and the airplane began to pull to the left. The pilot flying (PF) aborted the takeoff, and the airplane began to "fishtail" down the runway. The drag chute was activated by the pilot not flying (PNF); however, it appeared to be inoperative and the pilots were unable to stop the airplane on the runway. The airplane continued off the right side, impacted a runway light, and came to rest in the grass. Examination of the airplane revealed that both of the left main landing gear tires had blown, and the left main landing gear was separated from the airplane. Due to severe fragmentation of the tires, the origin of the tire failure could not be identified. Additionally, the strap of the drag chute had separated from the airplane, and was located in the vicinity of the blown tires. Airport personnel reported observing rocks and pieces of metal on the runway after the accident. Both tires were installed on the airplane approximately 3 weeks prior to the accident, and had accumulated 19 hours and 10 cycles since their installation. According to the airplane manufacturer, the drag chute should be deployed on landing at least once during each six-month interval. The drag chute should then be inspected and re-packed per the Maintenance Manual instructions. According to maintenance records, the drag chute was most recently re-packed during a routine inspection, three months prior to the accident, and the airplane had flown 59 hours since then. The drag chute had not been deployed prior to, or after the inspection.
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, commercial pilot
- Ratings: multi-engine land; single-engine sea; instrument: airplane
- Flight time: 3,510 hours in all; 3,162 in this make and model; 120 in the last 90 days; 59 in the last 30 days; 1,879 as pilot in command
- Last flight review: April 1, 2006
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 20,960 hours in all; 562 in this make and model; 107 in the last 90 days; 51 in the last 30 days; 18,225 as pilot in command; 6,400 on instruments
- Last flight review: February 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 15,152 hours
- Last inspection: continuous airworthiness programme, January 1, 2007; 59 hours since
- Maximum gross weight: 18,300 lb
- Seats: 3
- Landing gear: retractable
- Engine 1: Honeywell TPE731 (turbofan); 0 hours total
- Engine 2: Honeywell TPE731 (turbofan); 0 hours total
The flight
- Departed from: PHF Newport News VA at 11:30 am
- Destination: PHF
- Flight plan: IFR
- Runway 20, 6,526 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 300° at 8 knots
- Visibility: 8 statute miles
- Sky: overcast at 600 ft
- Temperature: 39°F (4°C), dew point 36°F (2°C)
- Altimeter: 29.77 inHg
- Observation at 11:54 am from PHF
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.