Learjet 35A accident near Great Falls, Montana, May 16, 1997
On May 16, 1997 at about 7:14 pm local time, a Learjet 35A, registered N1AH, was substantially damaged in an accident near Great Falls, Montana (Great Falls Intl airport). It was a positioning flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
the captain's inadequate preflight planning/preparation, and the subsequent improper response to a simulated loss of engine power, resulting in liftoff at an airspeed below that for which sustained flight was possible.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 16, 1997 · about 7:14 pm local time
- Place
- Great Falls, Montana · Great Falls Intl · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Learjet 35A · all 35As on the register
- Registration
- N1AH · registry record · serial 35-398
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The captain reported: 'Shortly after V1...there was a loss of power to the left engine....' (FAR Part 1 defines V1 as takeoff decision speed.) However, the first officer, who was the pilot flying, stated the captain retarded power on the left engine as a training exercise. The first officer stated there was no preflight discussion of emergency procedure practice. The airplane became airborne about 3,500 feet down the runway; the crew subsequently lost control of the aircraft, and it crashed to the left of the runway, and a fire erupted. The crew escaped with minor injuries. A teardown of the left engine was performed under FAA supervision at the engine manufacturer's facilities; the engine manufacturer reported that damage found during the teardown 'was indicative of engine rotation and operation at the time of impact....' Both airspeed indicator bugs were found set 9 to 11 knots below the V1 speed on the takeoff and landing data (TOLD) card. No evidence of an aircraft or engine malfunction, to include inflight fire, was found at the accident site.
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; instructor: instrument airplane; instrument: airplane
- Flight time: 8,700 hours in all; 2,000 in this make and model; 110 in the last 90 days; 40 in the last 30 days; 8,200 as pilot in command; 1,300 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,019 hours
- Last inspection: approved inspection programme, May 13, 1997; 13 hours since
- Maximum gross weight: 18,500 lb
- Seats: 10
- Landing gear: retractable
- Engine: Garrett TFE731-2-2B (turbofan); 0 hours total
- Fire on the ground
The flight
- Departed from: GTF at 7:10 pm
- Destination: DAL Dallas TX
- Flight plan: IFR
- Runway 21, 10,502 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 246° at 7 knots, gusting 19
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 7:29 pm from GTF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number SEA97LA109.