# NTSB ANC18LA049: Learjet 60, N57, Salt Lake City, UT, June 26, 2018

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Class 3 · Limited · Final report
- Date: June 26, 2018, 08:50 local (14:50 UTC)
- Place: Salt Lake City, UT
- Coordinates: 40.788333, -111.97777 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=40.7883&lon=-111.9778&mi=10
- Phase of flight: [Taxi](https://openairdocs.org/ntsb-phases/250) (OpenAirDocs' grouping)
- Defining event: [Taxi-to runway: Fire/smoke (non-impact)](https://openairdocs.org/ntsb-events/150)
- Highest injury: No injuries
- Injuries: 3 uninjured
- Status: Completed
- Report: Approved by Office Director
- Investigation class: Class 3
- NTSB office: Alaska Regional Office
- Parties: Bombardier, Federal Aviation Administration
- NTSB case key (mKey): 97627
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC18LA049
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/97627/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=97627
- Page: https://openairdocs.org/ntsb/ANC18LA049

## Probable cause

The flight crew’s failure to fully disengage the parking brake before taxi, which resulted in a brake fire.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Learjet 60, 1 case](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=5170707), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md)
- [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Copilot (probable cause); cases with it: [Learjet 60, 1 case](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=5170707), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md)
- [Landing gear system: brake](https://openairdocs.org/ntsb-findings/01023242): Aircraft › Aircraft systems · Incorrect use/operation (probable cause); cases with it: [Learjet 60, 1 case](https://openairdocs.org/ntsb-findings/01023242/cases.md?model=5170707), [All aircraft, 297 cases](https://openairdocs.org/ntsb-findings/01023242/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Taxi-to runway: Fire/smoke (non-impact)](https://openairdocs.org/ntsb-events/150) (defining event); cases with it: [Learjet 60, 1 case](https://openairdocs.org/ntsb-events/150/sequence.md?model=5170707), [All aircraft, 504 cases](https://openairdocs.org/ntsb-events/150/sequence.md)

## Analysis

The pilots reported that, while taxiing to the runway for departure, the nose wheel steering seemed unusually sensitive and the airplane pulled slightly to the right. As they neared the runway threshold, they smelled what they thought to be overheated brakes. The crew confirmed the position of the parking brake handle, which had not been fully stowed, and once the handle was completely stowed (parking brake OFF position), the airplane moved more freely. The crew then cancelled their takeoff clearance and taxied the airplane to the runup area to allow the brakes to cool. Shortly thereafter, the control tower notified the flight crew that the airplane was on fire. Examination of the airplane revealed substantial damage to the underside of the fuselage and right wing due to fire that originated at the right main landing gear. A detailed examination of the airplane’s brake system revealed no preaccident mechanical failures or malfunctions that would have precluded normal operation. A review of the cockpit voice recorder information confirmed that the crew did not completely release the parking brake before taxi.

## Factual narrative

On June 26, 2018, about 0850 mountain daylight time (MDT), a Bombardier Learjet 60 airplane, N57Z, sustained substantial damage when it was involved in an accident at Salt Lake City International Airport (KSLC), Salt Lake City, Utah. The two pilots and one technician were uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 135 flight. The mission-specific modified airplane was registered to and operated by the Federal Aviation Administration (FAA) and was used to perform flight inspections of the National Airspace navigational systems. The captain was the pilot flying at the time of the accident. According to the flight crew, while taxiing to the runway for departure, the nose wheel steering seemed unusually sensitive and the airplane pulled slightly to the right. As they neared the runway threshold, they smelled what they thought was overheated brakes. The crew confirmed the position of the parking brake handle and the airplane moved more freely. The crew then cancelled their takeoff clearance and taxied the airplane to the runup area to allow the brakes to cool. Shortly thereafter, the control tower notified the crew that the airplane was on fire. The crew secured and then evacuated the airplane. The cockpit voice recorder (CVR) recorded the captain’s and first officer’s comments and revealed that, as the airplane taxied, both pilots felt that the airplane’s movement was jerky and they could hear a squealing noise that was not audible on the CVR. The captain indicated that the airplane wanted to pull to the right and that it seemed like more power was required to taxi. The first officer indicated that it felt like the captain was "riding" the brakes. Shortly thereafter, the captain realized the parking brake was not completely released. Examination of the airplane by an FAA inspector revealed that the right tire and landing gear were fire-damaged, and that the underside of the fuselage and right wing was substantially damaged due to the fire. A detailed examination of the airplane’s brake system revealed no pre-accident mechanical failures or malfunctions that would have precluded normal operation. The parking brake handle was located on the pedestal below the thrust levers and labeled PARKING BRAKE. The parking brake was operated by depressing and holding the toe brakes and pulling the parking brake handle to set the brakes. The parking brake was released by returning the handle to the off, or in, position. Whenever the parking brake handle was not fully in, the PARK BRAKE light would illuminate. A review of the Lear 60 Single Card Checklist, Revision 1, dated June 4, 2017, revealed that the Before Taxi, Taxi and Before Takeoff, Quick Turnaround, and Taxi checklists did not contain a line item for the release of the parking brake.

## Aircraft

- Registration: [N57](https://openairdocs.org/deregistered/N57-2019-10-03), registration cancelled 2019-10-03, S/N 039, built 1994 (OpenAirDocs)
- Reported make and model: LEARJET INC 60 (NO SERIES)
- Registry model: [Learjet 60](https://openairdocs.org/model/learjet-60) (registry code 5170707) (OpenAirDocs)
- Registry engine: [Pratt & Whitney Canada PW305A](https://openairdocs.org/engine/pratt-whitney-canada-pw305a) (registry code 52190, turbo-fan) (OpenAirDocs)
- Category: Airplane
- Serial number: 039
- Year built: 1994
- Engines: P&W CANADA PW305A turbo fan; P&W CANADA PW305A turbo fan
- Damage: Substantial damage
- Fire: On-Ground
- Flight: Part 135
- Operator: Federal Aviation Administration
- Registered owner: Federal Aviation Administration
- Airworthiness certificate: Standard, Normal
- Departed: SLC, Salt Lake City, UT
- Destination: Idaho Falls, ID
- Flight plan: IFR
- Airport: SLC, Salt Lake City Intl
- Equipment: Stall warning system, Angle of attack indicator, Airframe parachute

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 60; injuries: none; airline transport; airplane ratings: multi-engine land, single-engine sea; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review April 9, 2018; seat: left; restraint: 5-point; flight hours: 7,824 total, 2,524 in this make and model, 6,210 as pilot in command, 117 in the last 90 days, 34 in the last 30 days, 6 in the last 24 hours
- Co-pilot; age 57; injuries: none; airline transport; airplane ratings: multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review March 16, 2018; seat: right; restraint: 5-point; flight hours: 8,199 total, 1,990 in this make and model, 4,208 as pilot in command, 134 in the last 90 days, 37 in the last 30 days, 6 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Wind: 290° at 7 knots
- Visibility: 10 statute miles
- Temperature: 86 °F, dew point 37 °F
- Altimeter: 30.04 inHg
- Observed at: KSLC

## Docket (5 files)

The files NTSB released with the investigation on March 12, 2021, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=97627. 5.6 MB in all.

- Cockpit voice recorder factual report (item 1, PDF, 5 pages, 203 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12044794&FileExtension=pdf&FileName=factual-Rel.pdf
- Pilot/operator aircraft accident report, NTSB form 6120.1 (item 2, PDF, 19 pages, 4.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9628179&FileExtension=pdf&FileName=N57%20NTSB%206120%20DMS_Redacted-Rel.pdf
- Memorandum for record - maintenance summary (item 3, PDF, 1 page, 116 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12044562&FileExtension=pdf&FileName=Memorandum%20For%20Record%20-%20ANC18LA049-Rel.pdf
- Statement of party representatives to NTSB investigation (item 4, PDF, 10 pages, 322 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11557470&FileExtension=pdf&FileName=Certification%20of%20Party%20Representative%20-%20ANC18LA049_Redacted-Rel.pdf
- Photos (item 5, PDF, 4 pages, 360 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9628866&FileExtension=pdf&FileName=Photo%20Array-Rel.pdf

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.

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