Learjet 35 accident near Seattle, Washington, June 9, 1983
On June 9, 1983 at about 2:07 pm local time, a Learjet 35, registered N1976L, was substantially damaged in an accident near Seattle, Washington (Boeing Field). It was a flight of an unrecorded kind 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 9, 1983 · about 2:07 pm local time
- Place
- Seattle, Washington · Boeing Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Learjet 35 · all 35s on the register
- Registration
- N1976L · registry record · serial 053
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT DRAGGED THE RIGHT WING TIP TANK AND RUPTURED IT AFTER THE PASSENGER DOOR OPENED DURING TAKEOFF. DURING THE ABORTED TAKEOFF THE ACFT OSCILLATED RIGHT, LEFT AND RIGHT BEFORE MAKING GROUND CONTACT ON THE RIGHT WING. THE HIGHEST ALT ATTAINED WAS ABOUT 100 FT AGL. BEFORE TAKEOFF A PUROLATOR CARGO HANDLER INTERRUPTED THE CAPTAIN CLOSING THE DOOR TO GIVE HIM A PACKAGE. THE CAPT WENT TO SECURE THIS PACKAGE AND THE CARGO HANDLER CLOSED THE DOOR. AFTER THE CAPT WAS IN HIS SEAT HE AND THE CO-PILOT FAILED TO NOTE THE RED DOOR WARNING LIGHT MENTALLY REGARDING IT AS A MALFUNCTIONING FUEL WARNING EVEN THOUGH THESE LIGHTS ARE SEPARATED BY 3 OTHER LIGHTS. DURING THE TAKEOFF AT ABOUT 110 KTS THE DOOR OPENED AND THE ABORT COMMENCED. THE CARGO HANDLER WAS INTERVIEWED AND ADMITTED CLOSING THE DOOR BUT SAID HE NEVER LATCHED THE DOOR SINCE IT REQUIRES A KEY TO ACTIVATE IT. THIS WAS ALWAYS DONE BY THE CREW.
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
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,325 hours in all; 112 in this make and model; 223 in the last 90 days; 1,294 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,714 hours
- Last inspection: approved inspection programme, April 12, 1983; 33 hours since
- Maximum gross weight: 18,000 lb
- Seats: 2
- Landing gear: retractable
- Engine: Airesearch TFE-731-2-2B (turbofan); 0 hours total
The flight
- Destination: PDX Portland OR
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 160° at 8 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 2,900 ft; clear
- Temperature: 64°F (18°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 2:15 pm from BFI
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.