# NTSB ANC07LA009: Gates Learjet 35A, N136WE, Nashville, TN, December 26, 2006 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: December 26, 2006, 08:15 local (14:15 UTC) - Place: Nashville, TN - Coordinates: 36.121387, -86.673614 - Nearby events: https://openairdocs.org/map.md?lat=36.1214&lon=-86.6736&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 7 uninjured - Status: Completed, report January 31, 2008 - Report: Approved by Office Director - NTSB office: Alaska Regional Office - Parties: FAA Nashville FSDO - NTSB case key (mKey): 65079 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC07LA009 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/65079/pdf - Page: https://openairdocs.org/ntsb/ANC07LA009 ## Probable cause The pilot's inadequate compensation for gusty crosswind conditions during landing, which resulted in a loss of control and collision with the runway. Factors contributing to the accident were the failure of the aileron augmentation (spoiler) flight control system, diminished directional (roll) control, and crosswind gusts. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, approach - faf/outer marker to threshold (ifr) - flt control syst,wing spoiler system - failure (contributing factor) - Loss of control - in flight, landing - flare/touchdown - directional control - diminished (contributing factor) - compensation for wind conditions - inadequate, pilot in command (cause) - weather condition - crosswind (contributing factor) - weather condition - gusts (contributing factor) - In flight collision with terrain/water, landing - flare/touchdown - terrain condition - runway ## Analysis The airline transport pilot was on an instrument flight rules (IFR) cross-country passenger flight under Title 14, CFR Part 135, when the accident occurred. According to the first officer, while on final approach, the "AUG/AIL" (aileron augmentation) light illuminated, indicating a system malfunction. He reset the system per the flight manual (FM), and the light went out. The approach was continued, but during landing, he reported that the AUG/AIL lamp illuminated again, and that the right wing dropped, striking the ground. The first officer said the captain, who was on the controls, had full left aileron deflection trying to compensate, without success. The airplane landed on runway 2C (center) with a magnetic runway heading of 020 degrees. The airport weather observation reported the wind as 310 degrees at 12 knots, with gusts to 17 knots. The first officer reported the wind as 310 degrees at 12 knots, with gusts to 19 knots. According to the FM, Wind Components Chart, an angle of 70 degrees between the prevailing wind direction and the runway heading, would produce crosswind components of 11 knots steady, and 16 knots during gusts for the reported airport observation. The corresponding wind components for the wind as reported by the first officer, would be 11 knots steady, with 18 knots during gusts. According to the FM, the maximum demonstrated crosswind component, when the wind is 90 degrees to the runway heading, is 24.7 knots. The FAA approved Master Minimum Equipment List limits the airplane to 20 knots maximum crosswind component with the AUG/AIL system inoperative. The AUG/AUL system is computer controlled, and automatically activates when the wing flaps are set below 25 degrees, using a combination of aileron and corresponding spoilers to enhance the airplane's roll rate at low airspeeds. The airplane received structural damage to the right wing. An examination of the aileron augmentation system revealed an anomaly in the computer that controls the AUG/AIL system. When the computer was replaced, the system functioned normally. ## Factual narrative On December 26, 2006, about 0815 central standard time, a Gates Learjet 35A airplane, N136WE, sustained substantial damage when its right wing collided with terrain during landing at the Nashville International Airport, Nashville, Tennessee. The airplane was being operated by Secure Air Charter, Nashville, as an instrument flight rules (IFR) on-demand passenger flight under Title 14, CFR Part 135, when the accident occurred. The airline transport certificated pilot, first officer, and five passengers, were not injured. Visual meteorological conditions prevailed, and an IFR flight plan was filed. The flight departed the Raleigh-Durham International Airport, Raleigh, North Carolina, about 0853 eastern standard time. In a written statement provided to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) dated December 12, the first officer wrote that while inbound on the final approach course to the runway, the "AUG/AIL" (aileron augmentation) light illuminated indicating a system malfunction. He reported that the "spoileron" system was reset per the approved flight manual, and the light went out. According to the first officer, the light stayed off, and the approach was continued. He reported that during the landing, while in ground effect, the AUG/AIL lamp illuminated again, and the right wing dropped, striking the ground. He wrote that the captain, who was on the controls, "put in full left deflection trying to compensate, without success." The landing continued without further incident, and the airplane taxied to the ramp. The airplane landed on runway 2C (center) with a magnetic runway heading of 020 degrees. The official weather observation for the Nashville International Airport at 0753 reported winds 310 degrees, 12 knots, with gusts to 17 knots. The first officer reported the winds at the time of the accident, 310 degrees at 12 knots, with gusts to 19 knots. According to the Lear 35A Flight Manual (FM), Wind Components Chart, an angle of 70 degrees between the prevailing wind direction and the runway heading, would produce respective crosswind components for the observation of 11 knots steady, and 16 knots during gusts. The corresponding components for the winds as reported by the first officer, would be 11 knots steady, with 18 knots during gusts. The FM indicates a maximum demonstrated crosswind component, when the wind is 90 degrees to the runway heading, of 24.7 knots. The FAA approved Master Minimum Equipment List (MMEL) Revision 6, dated November 30, 2006, limits the airplane to 20 knots maximum crosswind component with the AUG/AIL system inoperative. The FM does not address the continued operation and landing of the airplane if the AUG/AIL reset procedure fails. The augmented aileron (spoileron) system was incorporated into the airplane design to improve handling qualities (roll axis) at lower airspeeds. When the flaps are retracted above 25 degrees the augmentation system is disabled, and only the speed brake function is operational. When the flaps are extended below the 25 degrees position, the augmentation system is active, and as the airplane is banked, the corresponding spoiler board is lifted to aid the lifted aileron. The automatic function of the system and spoiler deflection ratio is computer controlled, and includes limits of deflection based on aileron travel. The system will shutdown automatically if an anomaly is detected, leaving the aileron without augmentation, and a reduced roll rate. An enunciator panel warning light visually indicates a system anomaly. The airplane received structural damage to the right wing outboard of the aileron, damaging a wing spar. An examination of the aileron augmentation system revealed an anomaly in the computer that controls the AUG/AIL system. The computer was replaced, and the system functioned normally. ## Aircraft - Registration: N136WE (not matched to a registry record) - Reported make and model: Gates Learjet 35A - Category: Airplane - Serial number: 201 - Airframe hours: 9680 - Engines: Garrett 731-2-2B 3500 lbs thrust turbo fan - Damage: Substantial damage - Flight: Part 135 - Registered owner: Secure Air Charter LLC - Airworthiness certificate: Standard, Normal - Last inspection: AAIP, October 1, 2006 - Departed: RDU, Raleigh-Durham, NC - Destination: KBNA, Nashville, TN - Flight plan: IFR - Airport: BNA, Nashville International Airpor, runway 2C, 8,000 × 150 ft, concrete ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: none; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review November 1, 2006; seat: left; flight hours: 18,500 total, 2,100 in this make and model, 17,000 as pilot in command, 150 in the last 90 days, 50 in the last 30 days, 8 in the last 24 hours - Co-pilot; age 39; injuries: none; airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review January 1, 2006; seat: right; flight hours: 3,200 total, 500 in this make and model, 2,600 as pilot in command, 150 in the last 90 days, 68 in the last 30 days, 7 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 310° at 12 knots, gusting 17 - Visibility: 7 statute miles - Lowest ceiling: 1,500 ft overcast - Temperature: 37 °F, dew point 30 °F - Altimeter: 30.00 inHg - Observed at: KBNA ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20061226028579A](https://openairdocs.org/incident/20061226028579A), Dec 26, 2006: Lear 35A, Nashville, TN, Minor damage. (-23) During landing on 2C with winds 31011G17, aircraft right wing tip (fuel tip tank) struck the ground. The pilot reported that the aircraft aileron… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.