N61RS

HISTORY OF FLIGHT

On November 8, 2002, approximately 1457 mountain standard time, an Israel Aircraft Industries 1124A (Westwind 24) transport category airplane, N61RS, was destroyed when it impacted terrain after passing the initial approach fix while executing the VOR/DME-B approach to the Taos Municipal Airport (SKX) near Taos, New Mexico. The aircraft was registered to Abrams Aviation LLC, of Auburn, Alabama, and operated by Richmor Aviation of Hudson, New York. Both airline transport pilots were fatally injured. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 positioning flight. The flight originated from Las Vegas, Nevada, at 1353 and was destined for Taos to pick up a passenger.

Radar data indicates that the airplane passed the TAOS VORTAC at 1456:39, at an altitude of 15,000 feet msl. Albuquerque Air Route Control Center (ARTCC) controllers heard a "MAYDAY" radio call, and radar contact was lost with the airplane at 1457:08, at an altitude of 14,700 feet msl. There was no further communication with the airplane.

One witness, located about 0.3 mile northeast of the accident site, reported in a written statement that he heard "distressed engine noises overhead," and looked up and saw what appeared to be a small private jet flying overhead. "The engine seemed to be cutting in and out." The witness observed the airplane "attempt to bank to the south as it dove down till my view was blocked by the ridge to the west of me." The witness then heard an explosion and saw a big cloud of smoke rising over the ridge.

A second witness, working with cattle about 0.4 mile northwest of the accident site, reported to the NTSB investigator-in-charge (IIC) that he heard a loud noise and looked up and saw a small white airplane with two engines coming from the northwest. The witness stated that the airplane "started to turn left with the nose of the airplane slightly pointing toward the ground." The witness added that the airplane appeared to be "trying to land on the road (U.S. 64)." The airplane appeared to be above the wires when it caught fire. The witness did not see the airplane impact the ground:; however, moments later there was smoke and an explosion. Then "a cloud of dust rose up and blew away."

A third witness, located about 1.5 miles west-northwest of the accident site, reported to the NTSB IIC that she heard the roar of the airplane's engines. She looked toward the noise and observed the airplane in a near vertical descent (nose dive) impact the ground, followed by a "huge fire ball and puff of smoke." The witness reported that she "heard the engines all the way to the ground."

FLIGHT CREW INFORMATION

Captain

The captain was hired by Richmor Aviation on September 24, 2000, and was trained under the provisions of the operator's Part 135 Air Taxi Certificate. The captain held an airline transport pilot certificate with an airplane multiengine land rating, and was type-rated in CE-500, LR-JET, and IA-Jet aircraft. He held a first-class medical certificate dated July 5, 2002, without limitations. According to the captain's training records, which were provided by the operator, he satisfactorily completed his most recent Israel Aircraft Industries 1124A aircraft recurrent training on October 9, 2002.

The NTSB IIC did not obtain the captain's personal flight logbook. The flight hours reflected in this report were provided by the operator. According to the operator, the captain accrued 5,251.0 total flight hours, of which 877.0 hours were in the same make and model of the accident airplane.

First Officer

The first officer was hired by Richmor Aviation on March 19, 2001, and was trained under the provisions of the operator's Part 135 Air Taxi Certificate. The first officer held an airline transport pilot certificate with a airplane multiengine land rating and commercial privileges for airplane single-engine land. He was type rated in CE-500, BE-1900, HS-125, and IA-Jet aircraft. He held a first-class medical certificate dated July 5, 2002. The medical certificate stipulated a limitation to wear corrective lenses while operating an aircraft. According to the first officer's training records, which were provided by the operator, he satisfactorily completed his most recent Israel Aircraft Industries 1124A aircraft recurrent training on August 7, 2002.

The NTSB IIC did not obtain the first officer's personal flight logbook. The flight hours reflected in this report were provided by the operator. According to the operator, the first officer accrued 14,234.0 total flight hours, of which 682.0 hours were in the same make and model of the accident airplane.

AIRCRAFT INFORMATION

The 1983-model Israel Aircraft Industries 1124A, serial number 384, was a twin-engine, mid-wing, turbojet airplane. The airplane was powered by two Garrett TFE731-3-1G turbofan (serial number P-77567 and P-77515) engines, rated at 3,700 pounds of thrust. The accident airplane was configured to carry nine occupants.

The airplane was issued a standard airworthiness certificate on June 2, 1983, and was certificated for transport category operations. The airplane's current registration was issued on December 29, 1999. A review of the maintenance records revealed that the airframe underwent a 200-hour inspection on July 10, 2002, at a total airframe time of 3,275.2 hours. On October 30, 2002, both engines underwent a 300-hour inspection at a total airframe time of 3,408.8 hours and #1 engine total time of 3,375.6 hours and #2 engine total time of 3,326.8 hours. At the time of the accident, the aircraft had accumulated a total of 3,428.7 hours.

METEOROLOGICAL INFORMATION

The Aviation Area Forecast (FA) for the Salt Lake City area (region that covers New Mexico), issued by the Aviation Weather Center (AWC) at Kansas City, Missouri, and valid around the accident time, started in part:

FA issued November 8, at 1336, clouds/weather valid until 0200; New Mexico, northern portion...ceilings broken at 12,000 feet msl and layer to 20,000 feet, with widely scattered light rain showers. Surface winds were from the southwest gusting to 25 knots. Conditions becoming from 1700 to 2000, ceiling broken to overcast at 9,000 feet msl and visibility 3 to 5 miles in light rain showers. The outlook from 0200 through 0800 was for VFR conditions to prevail with rain showers.

The closest weather reporting facility was located at the Taos Regional Airport, (SKX), located approximately 12 miles southeast of the accident site.

At 1435, SKX automated weather observation system reported the wind from 200 degrees at 12 knots gusting to 17 knots, visibility 10 statute miles, ceiling broken at 3,100 feet agl, temperature 7 degrees Celsius (45 degrees Fahrenheit), dew point minus 1 degree Celsius (20 degrees Fahrenheit), and altimeter 29.92 inches of Mercury. Remarks: automated observation system without a precipitation discriminator.

At 1455, SKX reported the wind from 230 degrees at 15 knots gusting to 19 knots, visibility 10 statute miles, scattered clouds at 3,100 feet, ceiling overcast at 3,700 feet, temperature 7 degrees Celsius, dew point minus 2 degree Celsius (28 degrees Fahrenheit), and altimeter 29.92 inches of Mercury. Remarks: automated observation system without a precipitation discriminator.

At 1515, SKX reported the wind from 220 degrees at 14 knots gusting to 19 knots, visibility 10 statute miles, ceiling overcast at 3,700 feet agl, temperature 7 degrees Celsius, dew point minus 2 degree Celsius, and altimeter 29.94 inches of Mercury. Remarks: automated observation system without a precipitation discriminator.

The National Weather Service (NWS) Center Weather Service Unit at the Albuquerque Center (ZAB) issued Meteorological Impact Statement number 2 at 1002 for air traffic control planning purposes. The advisory warned of strong west-northwesterly wind flow across the mid and upper levels across the ZAB airspace with occasional severe turbulence over north central and northeastern New Mexico between 12,000 and 34,000 feet. The advisory indicated that elsewhere across the ZAB airspace to expect occasional moderate turbulence below 40,000 feet over mainly New Mexico and Arizona, with occasional moderate turbulence below 6,000 feet expected over the Texas Panhandle. The advisory also indicated that occasional moderate rime to mixed icing was likely over the northern portion of the area between the freezing level and 24,000 feet. The advisory ended warning the users to see the latest AIRMETs and SIGMETs for further details.

The NWS AWC issued SIGMET series Whiskey beginning at 0945 on November 8, 2002, for portions of Colorado and New Mexico for severe turbulence and mountain wave activity. At the time of the accident SIGMET Whiskey 3, issued at 1045, was current and was valid until 1745. The advisory covered the area from 40 miles northeast of Hayden, Colorado (CHE), to 40 miles east southeast of Cheyenne, Wyoming (CYS), to Tobe, Colorado (TBE), to Tucumcari, New Mexico (TCC), to Albuquerque, New Mexico (ABQ), back to 40 miles northeast of Hayden, Colorado (CHE). The advisory was issued for severe turbulence between 12,000 and 34,000 feet. The turbulence was confirmed from aircraft observations and/or pilot reports. The advisory also warned of strong updrafts and mountain-wave activity. Conditions were expected to continue beyond 1745. The accident site was within the boundaries of this SIGMET.

The Geostationary Operations Environmental Satellite number 10 (GOES-10) data was obtained from the NTSB's Man-computer Interactive Data Access System (McIDAS) workstation. GEOES-10 visible images at 1430, 1500, and 1515 on November 8, 2002, depicted bands of altocumulus undulates and/or rotor clouds over the accident site, with no apparent motion of the clouds eastward during the 45 minute period.

Accor...