N781RS

HISTORY OF FLIGHT

On December 28, 2005, about 1406 Pacific standard time, a Gates Learjet, 35A, N781RS, descended into the ground while maneuvering at a low altitude onto a short final approach leg for runway 28 at the Truckee-Tahoe Airport, Truckee, California. Witnesses observed the airplane overshoot its final approach leg turn, enter a steep left bank back toward the runway's extended centerline, and rapidly descend until impacting the ground about 1/3-mile from the approach end of the runway. The airplane was owned and operated by RSB Investments, Inc., Washington, Pennsylvania, d.b.a. Skyward Aviation. The airplane was destroyed during the impact and post crash fire. The airline transport certificated captain and the commercial certificated first officer sustained fatal injuries. Instrument meteorological conditions prevailed at the time, and an instrument flight rules (IFR) flight plan had been filed. The purpose of the flight was to reposition the airplane to Truckee in order to pickup passengers awaiting transportation to another location. The accident flight was performed under the provisions of 14 CFR 91, and it originated from Twin Falls, Idaho, about 1257. (All times used in this report have been converted to Pacific standard time.) The operator reported to the National Transportation Safety Board investigator that the subsequent on-demand air taxi flight was to be performed under the provisions of 14 CFR 135.

According to information received from the Oakland Air Route Traffic Control Center (ARTCC), the airplane's crew was cleared to perform the VOR/DME RNAV (GPS-A) approach to the Truckee-Tahoe Airport. According to the operator, the captain was likely the flying pilot and in the cockpit's left seat. The operator's review of air traffic communications revealed that the first officer was making all of the radio transmissions during the approach.

Federal Aviation Administration (FAA) recorded radar data indicates that the airplane proceeded on a southeasterly course toward the airport (runway 10/28) while descending past the Lolla initial approach fix (IAF), as published for the GPS-A approach. The first officer informed the ARTCC radar controller that the Truckee weather had been received. Thereafter, the airplane descended below the minimum altitude for which the FAA records radar data. Passing Lolla, the Oakland radar controller advised the crew that radar service was terminated, and a frequency change was approved.

During the approach after the crew received the airport's 1403 weather, the pilot commented, "There's eighty two." The VOR/DME RNAV (GPS-A) approach specifies that the minimum descent altitude for a circling approach is 8,200 feet, and the final approach course for the circling approach to the airport is 104 degrees. The IAP indicates that the final approach course for a circling approach is aligned with runway 10 (see attached IAP). About 19 seconds prior to the end of the cockpit voice recorder (CVR) recording, the airplane's radio altimeter mechanical voice sounded with the words "Five hundred." One second thereafter a stick shaker-like sound was recorded, followed 6 seconds later with a pilot exclamation.

Three seconds prior to the end of the recording, the airplane's ground proximity warning system's mechanical voice sounded the words "sink rate, pull up." Three seconds later the recording ended.

Several witnesses located in the vicinity of the airport reported observing the airplane as it approached. All of the witnesses reported observing the airplane approach the airport from the north, and it was proceeding in a southerly direction with the landing gear extended and its lights illuminating. The airplane overflew the airport, whereupon it turned left and paralleled runway 10/28 while proceeding in a southeasterly direction. Witnesses observed that the airplane appeared to enter a close in left downwind leg for runway 28. The witnesses further observed the airplane turn onto the base and final approach legs for runway 28. None of the witnesses reported seeing anything abnormal with the airplane prior to impact other than its steep bank angle and low altitude.

One of the witnesses, who was located near the middle of the airport on the second floor of the terminal/airport administration building, made the following statement regarding his observations: "I...looked toward the approach end of RWY 28 and observed a white jet with tip tanks in an unusual attitude. The aircraft appeared to be about 300 feet agl [above ground level] in close to a 90-degree left bank and in the mist, trying to line up on runway 28. It appeared the aircraft had overshot [the runway's] centerline. As I continued to watch, it appeared the bank angle sharpened somewhat, the nose began to tuck and the aircraft slipped into the ground. On impact there was a fireball."

Another witness, who was also in the administration building, made the following statement regarding his observations: "I saw the aircraft in and out of the clouds in a close base for [runway] 28. I then saw the aircraft emerge from a cloud in a base to final turn for runway 28. The aircraft appeared to be approximately 300-400 feet above the ground. The left wing was down nearly 90 degrees. The aircraft appeared north of the [runway 28] centerline. The aircraft pitched nose down approximately 30-40 degrees and appeared to do a 1/2 cartwheel on the ground before exploding. "

PERSONNEL INFORMATION

Captain.

The captain (pilot-in-command) held the following certificates and ratings: Airline Transport Pilot (ATP), airplane multiengine land, with commercial pilot privileges for airplane single engine land. He was type rated in the Boeing 737, HS-125, and Learjet.

He held a certified flight instructor certificate for airplane single engine land. The certificate expired in January 2006. Also, he held a ground instructor, instrument, certificate. A review of FAA accident/incident files for the preceding 5 years revealed no records relating to the captain.

The operator reported that the captain's total flight time was approximately 4,880 hours, of which 2,200 hours were flown in the accident model of airplane. During the preceding 90- and 30-day periods the pilot flew the accident model of airplane 138 and 40 hours, respectively. The pilot's last FAR 135 airman competency/proficiency check flight was satisfactorily accomplished on September 28, 2005, in the accident airplane.

First Officer.

The first officer held the following certificates and ratings: Commercial pilot, airplane multiengine land and instrument airplane. He had private pilot privileges, airplane single engine land.

On December 12, 2005, the first officer passed a check ride administrated by the FAA. He was issued a temporary airman certificate authorizing him to perform as a second-in-command in a Learjet. A review of FAA accident/incident files for the preceding 5 years revealed no records relating to the first officer.

The operator reported that the first officer's total flight time was approximately 1,650 hours, of which 56 hours were flown in the accident model of airplane. During the preceding 90- and 30-day periods the pilot flew the accident model of airplane 50 and 15 hours, respectively. The pilot's last FAR 135 check flight was satisfactorily accomplished on October 8, 2005, in a LR 35A level "C" simulator.

AIRCRAFT INFORMATION

The airplane was manufactured in 1978, and the FAA had issued it a transport category, standard, airworthiness certificate. When the airplane received its last continuous airworthiness inspection on December 20, 2005, its reported total time was 9,244 hours. Two Garrett (Honeywell) TFE 731-2-2B engines were installed in the airplane, having a total time of approximately 9,059 and 9,102, hours respectively (left and right engines).

At the Safety Board investigator's request, the FAA reviewed the airplane's maintenance records. Following the review, the FAA reported that all applicable airworthiness directives had been complied with. No abnormalities were found.

METEOROLOGICAL INFORMATION

As the airplane approached the Truckee-Tahoe Airport, the crew received updated weather information at least three times, as indicated by recordings on the CVR. About 1342, the crew received the following weather from the Truckee-Tahoe Airport AWOS broadcast. The time indicated by the AWOS was 1340 (2140 UTC). The broadcast weather was as follows: wind 220 degrees at 15 knots, peak gusts 36; visibility 3 miles; 1,800 feet scattered, ceiling 2,400 broken, 4,200 overcast; temperature 2 degrees Celsius; dew point 0 degrees Celsius; altimeter 30.02 inHg.

The last AWOS-reported weather received by the crew, as recorded on the CVR, occurred about 1403. At this time the broadcast weather was as follows: peak gusts 22 knots; visibility 2 1/2 miles; ceiling 1,500 broken, 2,400 overcast; temperature 1-degree Celsius; dew point -1 degree Celsius; altimeter 30.02 inHg; remarks visibility variable between 1/2 and 5 miles.

Three qualified airport personnel weather observers reported to the Safety Board investigator that, as the airplane overflew the airport, they noted the weather conditions. Composite information from these observers indicated that at 1406 the weather was as follows: wind 220 degrees at 20 knots; gusts to 30 knots; visibility 1 1/2 miles; variable 1 1/2 to 5; light rain and mist; scattered 1,200 feet, broken 1,500 feet, overcast 2,400 feet; temperature 1-degree Celsius; dew point -1 degree Celsius; altimeter 30.03 inHg.

AIDS TO NAVIGATION

According to FAA records of facility operations, all electronic aids to navigation pertinent to the airplane's route of flight approaching its Truckee destination were functional.

COMMUNICATION

The FAA reported that all communications to and from the accident airplane had been routine.

AIRPORT AND GROUND FACIL...