Learjet 25 N70SK

Summary

On 21 July 2007 at about 18:10 local time, a Learjet 25 registered N70SK was involved in an accident near St. Augustine, Florida, United States. 2 people were on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

21 July 2007 at 18:10

Classification

Accident

Location

St. Augustine, Florida, United States

Nearest airport

St. Augustine Airport (SGJ)

Coordinates

29.9600, -81.3400

Aircraft

Learjet 25

Registration

N70SK

Category

Airplane

Engines

2

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Positioning

Phase of flight

Not recorded

Route

Gainesville → St. Augustine

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

NYC07LA170

Nobody was injured.

A loss of power on both engines for an undetermined reason.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

About 5 miles from the destination airport, the flight was cleared by air traffic control to descend from its cruise altitude of 5,000 feet for a visual approach. As the first officer reduced engine power, both engines "quit." The captain attempted to restart both engines without success. He then took control of the airplane, and instructed the first officer to contact air traffic control and advise them that the airplane had experienced a "dual flameout." The captain configured the airplane by extending the landing gear and flaps and subsequently landed the airplane on the runway "hard," resulting in substantial damage to the airframe. Both engines were test run following the accident at full and idle power with no anomalies noted. Examination of the airplane revealed that it was equipped with an aftermarket throttle quadrant, and that the power lever locking mechanism pins as well as the throttle quadrant idle stops for both engines were worn. The power lever locking mechanism internal springs for both the left and right power levers were worn and broken. Additionally, it was possible to repeatedly move the left engine's power lever directly into cutoff without first releasing its power lever locking mechanism; however, the right engine's power lever could not be moved to the cut off position without first releasing its associated locking mechanism. The right throttle thrust reverser solenoid installed on the airplane was found to be non-functional, but it is not believed that this component contributed to the accident. No explicit inspection or repair instructions were available for the throttle quadrant assembly. Other than the throttle quadrant issues, no other issues were identified with either the engines or airframe that could be contributed to both engines losing power simultaneously.

Quoted verbatim from the NTSB record.