Aircraft Description
N246PS is a 2004 Bombardier INC CL-600-2B19, a twin-engine turbo-fan aircraft registered to Skywest Airlines INC in St George, UT. This aircraft holds a standard airworthiness certificate issued by the Federal Aviation Administration on May 3, 2004. The registration certificate was issued on November 22, 2019. The registration is set to expire on November 30, 2029. Powered by a Ge CF34 SERIES engine producing 9140 pounds of thrust, N246PS is. The aircraft's Mode S transponder code is A2479F (hex), used for ADS-B identification and flight tracking. N246PS was last tracked by AviatorDB near Denver International Airport (KDEN) on April 2, 2026. The FAA registry record for N246PS was last updated on September 15, 2023. AviatorDB monitors aircraft positions through ADS-B surveillance data and updates records as new position data is received.
The Learjet 60, a high-performance mid-size business jet that marked Bombardier's successful revival of the struggling Learjet marque, first flew on October 10, 1990. A low-wing twin-turbofan aircraft seating 6-8 passengers, it featured a fuselage stretched 43 inches over its predecessor and delivered class-leading climb performance to 41,000 feet in 18.5 minutes at maximum weight. Spanning 264.5 square feet of wing area with a maximum takeoff weight of 23,500 pounds, the aircraft was manufactured by Learjet Inc. under Bombardier Aerospace in Wichita, Kansas. AviatorDB tracks 2,968 Bombardier INC aircraft currently registered in the FAA database. The ICAO type designator for this aircraft model is LJ60.
AviatorDB has found no NTSB accident or incident reports involving N246PS. AviatorDB cross-references all FAA registration data with NTSB accident and incident reports, providing a comprehensive safety overview for every registered aircraft in the United States.
Registered Owner
Operator / Airline
Powerplant & Avionics
NTSB Accident History (1)
| Date | NTSB # | Damage | Highest Injury | Probable Cause |
|---|---|---|---|---|
| Jan 19, 2010 | DCA10IA022 | MINR | None | (1) The flight crewmembers’ unprofessional behavior, including their nonadherence to sterile cockpit procedures by engaging in nonpertinent conversation, which distracted them from their primary flight-related duties and led to their failure to correctly set and verify the flaps; (2) the captain’s decision to reconfigure the flaps during the takeoff roll instead of rejecting the takeoff when he first identified the misconfiguration, which resulted in the rejected takeoff beginning when the airplane was about 13 knots above the takeoff decision speed and the subsequent runway overrun; and (3) the flight crewmembers’ lack of checklist discipline, which contributed to their failure to detect the incorrect flap setting before initiating the takeoff roll. Contributing to the survivability of this incident was the presence of an engineered materials arresting system beyond the runway end. |
Additional Details
Last Known Position
Data Source
Data provided by the US Federal Aviation Administration. View on FAA.gov
Last updated: 2026-05-01 01:32:20 UTC