N605TR

HISTORY OF FLIGHTOn July 26, 2021, about 1318 Pacific daylight time, a Bombardier Inc. Challenger 605, N605TR, was destroyed when it was involved in an accident near TruckeeTahoe Airport (TRK), Truckee, California. The captain, FO, and four passengers were fatally injured. The airplane was operated as a Part 91 personal flight.

According to automatic dependent surveillancebroadcast (ADS-B) data, the nonrevenue flight operating under instrument flight rules departed Coeur d'Alene Airport - Pappy Boyington Field (COE), Coeur d’Alene, Idaho, about 1145 for TRK. (All times in this report are referenced to the airplane’s FDR clock unless otherwise indicated. The ADS-B clock was 1.625 seconds behind the FDR clock and has been shifted by 1.625 seconds in this report.) CVR data indicated that about 1155, ATC cleared the flight to 37,000 ft mean sea level (msl) where it remained for the rest of the cruise phase of the flight.

About 1220, the captain started the approach briefing for the RNAV (GPS) approach for runway 11 at TRK with the FO. At 1248, ATC began issuing descent instructions for the airplane’s approach into TRK. At 1249:31, the FO received the updated weather observations for 1251 from the AWOS at TRK, which included an advisory of “visibility may be different than what is shown on AWOS due to heavy smoke in the area.” However, when the FO subsequently relayed the weather to the captain, he did not include the smoke advisory. At 1251:22, the FO informed the captain, “New numbers are sent… eighteen, twenty-nine, forty-five” (referring to a Vref speed of 118 kts, approach climb speed of 129 kts, final segment speed of 145 kts). During this time, the CVR recorded the captain asking the FO for the descent checklist twice before the FO initiated the checklist. The flight crew stated they had completed the approach briefing for the RNAV (GPS) approach for runway 11 about 1252.

At 1255, the FO asked ATC if they could proceed direct to the waypoint ALANT for the RNAV (GPS) approach for runway 11 at TRK and the controller cleared them as requested. About 1258, as the airplane descended below 26,000 ft msl, ATC informed the flight crew that they could expect the RNAV (GPS) runway 20 approach at TRK. The captain informed the FO that runway 20 was too short and that they “cannot accept that,” and added that the runway 20 approach would require them “to circle to land” for runway 11. The FO then computed the required landing distance and concluded that runway 20 was “4,655” ft long (4,654 ft according to the TRK airport chart) and they required a minimum landing distance of 4,600 ft. The captain noted that the margin was “too tight,” and the FO agreed.

At 1259:57, the captain told the FO they could make the approach into runway 20 and circle to land. Fifteen seconds later, the FO informed ATC that they could take the runway 20 approach but would need to circle to runway 11 because they needed the longer runway. The controller approved their request and told them to plan on the circling approach, then told them to expect some delays. The flight crew did not brief the new approach, which was required by the descent checklist because the flight crew had changed their approach after briefing the original approach.

At 1302:54, the FO asked the controller if they should enter the published hold at AWEGA waypoint, but the controller instructed the flight crew to expect a hold at waypoint ALVVA, an initial approach fix (IAF) west of AWEGA. The FO then asked for and was given a clearance and instructions to hold at ALVAA. When the airplane was about 11 nm southeast of waypoint ALVVA, the FO told the captain he would start the turn for him toward the waypoint and did so. The FO then helped the captain program the hold into the FMS.

At 1311:43, ATC cleared the flight for the RNAV (GPS) runway 20 approach. After the FO asked and the captain confirmed that he was ready for the approach, the FO provided an abbreviated readback of the clearance. At 1312:13, the FO asked the captain, “Are you gonna be able to get down?” According to the ADS-B data, the airplane was at an altitude of 15,725 ft msl at the time and the first altitude of the approach was 12,000 ft msl at AWEGA, about 3.5 nm away.

At 1312:39, the FO then stated to the captain, “We’ve got a ways to go,” and added, “You got plenty of time.” About this time, FDR data showed the airplane’s indicated airspeed was at 241 kts. At 1313:24 the FO said, “We gotta get this thing slowed down,” then asked if the captain wanted “a right three sixty [degree turn],” but the captain declined. The airplane was about 3 nm south of AWEGA, heading toward OSTIE waypoint at an airspeed of about 252 kts (OSTIE is about 2 nm north of LUMMO, the final approach fix [FAF]) (see the locations of flight crew comments and waypoints in figure 1 below).

Figure 1. Airplane flightpath and crew discussion on runway 20 approach

At 1313:41 the captain instructed the FO, “Now just below two fifty give me flaps twenty please”; however, the FO responded, “Below two-fifty? how about below two-thirty?” (consistent with the published flap speeds of 231 kts in the manufacturer’s operating manual that were also placarded in the airplane), and the captain agreed. The FO then stated again that they should start slowing down the airplane. A few seconds later, the controller terminated radar services and asked the flight crew to contact Truckee tower. At 1314:15, when the airspeed was about 228 kts, the captain again asked the FO to deploy flaps 20°, which the FO stated had been selected (and FDR data showed the flaps setting was selected 4 seconds later).

About the same time, the FO contacted Truckee tower and informed them that they were passing the FAF inbound (which ADS-B data confirmed) and would circle to runway 11. The tower acknowledged the communication and asked them to report when the airport was in sight. The captain asked the FO to deploy the landing gear, then the FO responded, “… You came off… what are you… ah nevermind,” and then said, “How ‘bout gear down flaps thirty before landing checklist.” The captain then asked the FO again to deploy the landing gear.

At 1315:20, the flaps were at 30° and the landing gear was down when the captain asked for “flaps, thirty please” and the FO responded, “No, we’re at flaps thirty, gear down.” The captain then immediately restated, “Flaps thirty.” About 15 seconds later, the captain asked the FO to confirm the airport’s location on the left. The FO confirmed the airport's location then added, “We’re gonna have to make a right hand turn to get to it,” and the captain acknowledged him. At 1315:55, the FO stated the airport was 5 miles away.

At 1316:20, the FO deployed full flaps (45°) after confirming with the captain. A second later (near YAKYU waypoint), the FO said, “There’s the airport,” told the captain to make a 90° right turn, and contacted Truckee tower, which cleared the airplane to land. The FO attempted to point out the airport to the captain, and the captain asked “where?” twice. At 1316:43, the FO told the captain to roll out (level the wings, stopping the turn) and turn the autopilot off. The airplane was at the beginning of the downwind leg turn (about 213° magnetic) when the FO told the captain to roll out, and the airplane rolled out on a heading of about 233°. Figure 2 depicts the turns taken by the airplane in the approach and the maximum circling radius of 3 nm allowed for category C aircraft at TRK in the airport’s approach charts (the airplane was at least 1.3 nm from that maximum circling radius).

Figure 2. The airplane’s downwind leg and allowed circling radius.

At 1316:53, the FO told the captain, “I’m gonna get your speed under control for you.” FDR data indicated the airplane’s airspeed was about 162 kts at this time. FDR data showed that the airplane began to slow after the FO made this statement. At 1316:56, the captain stated, “Oh I see the runway,” when the airplane had already started the circling approach to runway 11.

Two seconds later, the FO told the captain that he could start descending, and the captain replied, “’Kay, full flaps.” The FO replied, “You do have full flaps,” and then stated, “Patience patience patience you got all the time in the world”; 13 seconds later, he stated, “You are looking very good my friend.” At 1317:24, the airspeed was about 123 kts and the airplane was on a west heading about 1.5 nm from the approach end of runway 11 when the FO told the captain to “bring that turn around,” then the airplane began a left turn toward the runway.

At 1317:46, as the airplane was turning through a heading of 188°, the FO made the first of several requests for control of the airplane, asking the captain, “Let me see the airplane for a second.” Eight seconds later, the FO told the captain, “We’re gonna go through it [the runway centerline] and come back [to the centerline] okay?” and the captain acknowledged the FO. About 1317:59, when the airplane flew through the runway 11 extended centerline about 0.8 nm from the runway threshold, FDR data showed that the flight spoilers were fully deployed (40°). At the time, the airspeed was 135 kts, and the N1 had reduced from about 60% rpm to about 28% rpm. At 1318:01, the FO said, “We are very high” (the airplane was about 6,390 ft msl, or about 489 ft above the runway 11 threshold elevation of 5,901 ft msl).

At 1317:59, the airplane began a left turn that reached a bank angle of 36° about 4 seconds later. According to the CVR data, the stick shaker engaged at 1318:04, then the captain asked, “What are you doing,” which was followed by a stall warning sound. The airplane was on a south heading about 0.75 nm from the runway threshold as it continued to turn back toward the extended runway centerline (see figure 3). The stick pusher engaged about 1318:05. (For more information about the stick shaker and stick pusher, see the section below about the SPS.) The captain again...