Gates Learjet Corporation Learjet 55 accident near Casper, Wyoming, March 17, 2009
On March 17, 2009 at about 9:26 pm local time, a Gates Learjet Corporation Learjet 55, registered CGCIL, was substantially damaged in an accident during takeoff (rejected takeoff) near Casper, Wyoming (Natrona County Int Airport). It was an executive or corporate flight under general aviation rules (Part 91). 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 flight crew's failure to follow the manufacturer’s aircraft flight manual emergency procedures following a rejected takeoff that required a high energy stop inspection. Contributing to the accident was the flight's exceedence of the aircraft's maximum brake energy weight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 17, 2009 · about 9:26 pm local time
- Place
- Casper, Wyoming · Natrona County Int Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Gates Learjet Corporation Learjet 55
- Registration
- CGCIL · no longer on the register · serial 089
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight crew reported that during their initial takeoff the air traffic control tower controller transmitted that he thought he saw smoke originating from the airplane. The flight crew aborted the takeoff as the airplane was accelerating through 80 knots. Upon exiting the runway, the flight crew verified normal operation of both engines. The captain reported that he had no reason to suspect hot brakes due to minimal use and taxied back to the active runway where the flight was subsequently cleared for takeoff. During the second takeoff, which was initiated about 5 minutes and 43 seconds after the initial rejected takeoff, the flight crew heard and felt a loud bang followed by a sudden yaw to the right; the flight crew immediately aborted the takeoff. Shortly after, the flight crew heard a second loud bang, followed by a more severe yaw to the right. The flight crew slowed the airplane and exited onto a taxiway at the end of the runway. Upon exiting the airplane, the captain observed a fire near the left main landing gear and immediately evacuated the airplane. Examination of the airplane by a Federal Aviation Administration inspector revealed that the left main landing gear exhibited fire damage and that the tire was blown. A punctured hole within the right side of the fuselage was observed just aft of the cockpit. The flight crew reported that at the time of the accident the airplane weighed 20,772 pounds. Review of emergency procedures within the aircraft flight manual revealed that a high energy stop inspection of the aircraft was required following the initial rejected takeoff due to the aircraft exceeding the maximum brake energy weight at the time of the initial rejected takeoff. The maximum brake energy weight was calculated to be 20,300 pounds.
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
What happened, in order
- Miscellaneous/other during takeoff (rejected takeoff) defining event
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Use of checklist › Flight crew
- cause Personnel issues › Action/decision › Action › Incomplete action › Flight crew
- cause Aircraft › Aircraft systems › Landing gear system › Landing gear brakes system › Not inspected
- factor Aircraft › Aircraft oper/perf/capability › Aircraft capability › Maximum weight › Not specified
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,933 hours in all; 340 in this make and model; 42 in the last 90 days; 15 in the last 30 days; 4,505 as pilot in command
- Last flight review: June 24, 2008
- 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: 2,422 hours in all; 168 in this make and model; 56 in the last 90 days; 29 in the last 30 days; 610 as pilot in command
- Last flight review: June 24, 2008
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 8,213 hours
- Last inspection: continuous airworthiness programme, July 14, 2008
- Maximum gross weight: 21,500 lb
- Seats: 8
- Landing gear: retractable
- Engine 1: Honeywell TPE-731 (turbofan); 0 hours total
- Engine 2: Honeywell TPE-731 (turbofan); 0 hours total
- Fire on the ground
- Operator: Sunwest Aviation Ltd.
The flight
- Departed from: CPR Casper WY
- Destination: Layfayette LA
- Flight plan: IFR
- Runway 03, 10,165 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 030° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 28°F (-2°C)
- Altimeter: 30.05 inHg
- Observation at 8:53 pm from CPR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.