# NTSB LAX07TA051: Learjet 36, N26FN, San Diego, CA, December 1, 2006 - Type: NTSB accident investigation - Classification: Accident · No injuries · Final report - Date: December 1, 2006, 10:35 local (18:35 UTC) - Place: San Diego, CA - Location: 32.7153° N, 117.1573° W: Placed by OpenAirDocs: center of San Diego, CA, within about 10 miles (OpenAirDocs) - NTSB coordinates: 31.161666, -119.348052, outside the stated state - Nearby events: https://openairdocs.org/map.md?lat=32.7153&lon=-117.1573&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report March 31, 2008 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 64960 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX07TA051 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64960/pdf - Page: https://openairdocs.org/ntsb/LAX07TA051 ## Probable cause The pilot's failure to maintain aircraft control while maneuvering, which resulted in exceeding the design stress limits of the aircraft. Contributing to the accident was the sunglare. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, maneuvering - visual/aural detection, pilot in command (contributing factor) - aircraft control - not maintained, pilot in command (cause) - light condition - sunglare (contributing factor) - Airframe/component/system failure/malfunction, descent - uncontrolled - flight control,elevator - separation - design stress limits of aircraft - exceeded, pilot in command (cause) ## Analysis The airplane sustained an in-flight loss of the right elevator during an in-flight upset while maneuvering. The pilot was flying the airplane from the left seat. The mishap airplane rendezvoused with another Learjet to begin a series of profiles for flight testing. The crew noted that the horizon was very difficult to discern. While maneuvering for the second set of data points, the pilot lost sight of the other airplane, and rolled right to remain clear. His vision was impaired by the glare from the sun, which delayed his recognition of the airplane entering an unusual attitude. The pilot initiated recovery with the airplane in an estimated 70-degree right bank, 50-degree nose down attitude, and an airspeed of 380 KIAS. During the dive, the crew noted that the airplane was definitely shuddering, but did not recall any rolling tendencies or vibration of the control yoke. The crew conducted a controllability check by slowing it to 150 KIAS and lowering the landing gear. Again the airplane exhibited no unusual flight characteristics. The remainder of the flight and landing were uneventful. During post flight inspection, the aircrew discovered that the right elevator was missing. ## Factual narrative On December 1, 2006, about 1035 Pacific standard time, a Learjet 36, N26FN, sustained an in-flight loss of the right elevator while maneuvering off the coast of San Diego, California. L-3 Communications Flight Capital LLC was operating the airplane under the provisions of 14 Code of Federal Regulations Part 91. The airline transport pilot, the commercial rated second pilot, and one passenger were not injured; the airplane sustained substantial damage. The local public-use flight departed North Island Naval Air Station (NZY), San Diego, about 0930. Visual meteorological conditions prevailed, and no flight plan had been filed. The operator submitted a written report. The pilot was flying the airplane from the left seat. The airplane rendezvoused with another Learjet in W-291, approximately 100 nm west of NZY, to begin a series of flight profiles for the testing of a Common Aviation Command and Control System for the Department of Defense. Though visual meteorological conditions prevailed at the time of the accident, the crew noted that the horizon was very difficult to discern. The first profile was flown with the airplane 1,000 feet below and slightly in trail of the other Learjet. The run was uneventful except for increasing communications difficulties with the test controllers as the flight proceeded down range. While attempting to reestablish communications with the test controllers, the high Learjet began a left-hand orbit. The pilot (of the mishap Learjet) maneuvered to a co-altitude in trail position to maintain sight of the other airplane and facilitate the setup for the next profile. During the maneuver, the pilot lost sight of the other airplane, and rolled right to what he perceived was 25,000 feet mean sea level (msl), 270 knots indicated airspeed (KIAS), and 90 percent N1, respectively. Unable to see the horizon or the other airplane, he attempted to transition to instrument references. But his vision was still impaired by the glare from the sun, delaying his recognition of the airplane's attitude. The copilot had been heads down in the cockpit, and when he ultimately noted the airplane's increasing bank, assumed that the pilot was maneuvering to avoid the other airplane. The pilot initiated recovery with the airplane in an estimated 70-degree right bank, 50-degree nose down attitude, and an airspeed of 380 KIAS. The pilot moved the thrust levers rapidly to idle, rolled to a wings level attitude, and began the dive recovery. He noted that the airspeed seemed to stabilize at 380 KIAS, and the pull was not abrupt. Both crew members felt that the pull up was completed smoothly without excessive G force. During the dive, the crew noted that the airplane was definitely shuddering, but did not recall any rolling tendencies or vibration of the control yoke. The crew did not recall any unusual noises other than the loud wind noise. The equipment operator seated at the midpoint of the cabin noted that the wind noise and the shudder continued to increase in intensity until partway through the dive recovery. At the end of this time, he heard a very loud bang and felt a large shudder, after which the airplane's shuddering almost immediately ceased. Everything seemed to return to normal "as if nothing happened." The dive recovery was completed by 16,000 feet msl, and the aircrew noted no unusual handling qualities as the airplane slowed to 200 KIAS. The crew conducted a controllability check by slowing it to 150 KIAS and lowering the landing gear. Again the airplane exhibited no unusual flight characteristics. The remainder of the flight and landing at NZY were uneventful. During post flight inspection, the aircrew discovered that the right elevator was missing. ## Aircraft - Registration: [N26FN](https://openairdocs.org/aircraft/N26FN), registered now, S/N 011, built 1975 (OpenAirDocs) - Reported make and model: Learjet 36 - Registry model: [Gates Lear Jet 36](https://openairdocs.org/model/gates-lear-jet-36) (registry code 5170601) (OpenAirDocs) - Registry engine: [Garrett TFE731 series](https://openairdocs.org/engine/garrett-tfe731-series) (registry code 29001, turbo-fan) (OpenAirDocs) - Category: Airplane - Serial number: 011 - Airframe hours: 12043 - Engines: Garrett TFE 731-2-2B 3500 lbs thrust turbo fan; Garrett TFE 731-2-2B 3500 lbs thrust turbo fan - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: L-3 Communications Flight Internata - Registered owner: L-3 Communications Flight Capital LLC - Airworthiness certificate: Special, Restricted (Special) - Last inspection: Continuous airworthiness, August 1, 2006 - Departed: NZY, San Diego, CA - Flight plan: IFR - Airport: NZY, North Island Nas/Halsey Field ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 60; injuries: none; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review November 1, 2006; seat: left; flight hours: 19,581 total, 12,016 in this make and model, 16,473 as pilot in command, 186 in the last 90 days, 27 in the last 30 days - Co-pilot; age 38; injuries: none; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: helicopter, airplane; medical: class 2, without waivers/limitations; last flight review October 1, 2006; seat: right; flight hours: 2,086 total, 891 in this make and model, 248 as pilot in command, 205 in the last 90 days, 52 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 7 statute miles - Lowest ceiling: none - Temperature: 70 °F, dew point 16 °F - Altimeter: 30.11 inHg - Observed at: NZY, 140 nm away ## 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 20061201027779A](https://openairdocs.org/incident/20061201027779A), Dec 1, 2006: Lear 36LEAR, San Diego, CA, Substantial damage. (-23) The following statement is a compilation of written statements and interview of the PIC [privacy data omitted] and copilot [privacy data omitted].… ## Other investigations on N26FN (1) 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. - [NTSB WPR22LA344](https://openairdocs.org/ntsb/WPR22LA344), Sep 9, 2022: Gates Lear Jet 36 (N26FN), San Diego, CA, substantial damage. Probable cause: The flight crew’s fast landing on a wet runway, which resulted in the airplane hydroplaning during the landing roll and subsequently overrunning the runway. 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.