Learjet 35 incident near Washington, District of Columbia, September 13, 2007
On September 13, 2007 at about 7:13 am local time, a Learjet 35, registered N66NJ, was involved in an incident near Washington, District of Columbia. It was flown under charter and air-taxi rules (Part 135). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The probable cause of this incident was the IAD tower local controller's failure to ensure that the runway was free of all known ground vehicles, equipment, and personnel before permitting a departing aircraft to start takeoff roll. Additionally, the controller did not comply with local directives prohibiting taxi into position and hold operations while tower positions were combined.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 13, 2007 · about 7:13 am local time
- Place
- Washington, District of Columbia · map
- Type
- Incident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Learjet 35 · all 35s on the register
- Registration
- N66NJ · no longer on the register
- Damage
- Not recorded
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
On September 12, 2007, 3:13 am, a runway incursion occurred at Dulles International Airport involving N66NJ, a Learjet 35, and CV11, an airport vehicle during night visual meteorological conditions. At 2:56 am, runway 19R was closed for surveying and the runway lights were off. ATIS information G advertised the closure and an X was placed on the tower's ASDE display to confirm the closure. The closure was also displayed on the IDS 5 status display although not included in the Tower's Daily Log. A survey crew was working at the south end of runway 19R. There were weighted cones about 2000 feet from the south end of the runway. The crew got in their truck and started driving northbound on runway 19R to get something. As they approached the north end of the runway, the controller cleared the N66NJ into position and hold (prohibited with only one controller in the tower), then cleared it for takeoff. The survey crew in the truck heard the clearance and advised the controller that they were still on the runway. Instead of canceling the takeoff clearance, the tower controller asked the survey crew if they could clear the runway. The survey crew drove off into the grass around taxiway Y1 and reported clear as the Lear is heard to roar by in the background. AMASS data has been requested but the FAA estimated the airplane missed colliding with the vehicle by about 600 feet. The departure controller at Potomac TRACON noticed the departure off runway 19R and asked the tower controller if the runway was open, and was told "no." There were two controllers assigned to the shift. At the time of the incident, one controller was working all positions in the tower cab and was responsible for 1 aircraft. The second controller was on break.
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
The aircraft
- Landing gear: fixed
- Operator: National Jets INC
The flight
- Departed from: IAD Washington DC
- Destination: FLL Fort Lauderdale FL
- Flight plan: IFR
Weather at the time
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 59°F (15°C)
- Altimeter: 30.09 inHg
- Observation at 2:52 am from IAD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 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.