# NTSB FTW03FA036: Israel Aircraft Industries 1124A, N61RS, Taos, NM, November 8, 2002 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: November 8, 2002, 14:57 local (21:57 UTC) - Place: Taos, NM - Coordinates: 36.603332, -105.850555 - Nearby events: https://openairdocs.org/map.md?lat=36.6033&lon=-105.8506&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report February 5, 2004 - Report: Approved by Office Director - Parties: Honeywell, Richmor Aviation, Gulfstream, Israel Aircraft Industries LTD, FAA FSDO - NTSB case key (mKey): 56050 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW03FA036 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/56050/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=56050 - Page: https://openairdocs.org/ntsb/FTW03FA036 ## Probable cause The pilot's inadvertent flight into mountain wave weather conditions while IMC, resulting in a loss of aircraft control. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, approach - faf/outer marker to threshold (ifr) - flight into adverse weather - inadvertent, pilot in command (cause) - altitude - low (contributing factor) - weather condition - mountain wave (cause) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis After passing the initial approach fix, during an instrument approach to the destination airport, radar and radio contact were lost with the business jet. One witness reported hearing "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 further reported observing the airplane in a left descending turn until his view was blocked by a ridge. The witness then heard an explosion and saw a big cloud of smoke rising over the ridge. A second witness heard a loud noise and looked up and saw a small white airplane with two engines. The witness stated that the airplane started to turn left with the nose of the airplane slightly pointing toward the ground. The airplane appeared to be trying to land on a road. A third witness heard the roar of the airplane's engines, and looked toward the noise and observed the airplane in a vertical descent (nose dive) impact the ground. The witness "heard the engines all the way to the ground." Examination of the airframe and engines did not disclose any structural or mechanical anomalies that would have prevented normal operation. The National Weather Service had issued a SIGMET for severe turbulence and mountain wave activity. Satellite images depicted bands of altocumulus undulates and/or rotor clouds over the accident site. ## Factual narrative 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. ## Aircraft - Registration: [N61RS](https://openairdocs.org/deregistered/N61RS-2003-03-04), registration cancelled 2003-03-04, S/N 384, built 1983 (OpenAirDocs) - Reported make and model: Israel Aircraft Industries 1124A - Registry model: [Israel Aircraft Industries 1124A](https://openairdocs.org/model/israel-aircraft-industries-1124a) (registry code 4500103) (OpenAirDocs) - Registry engine: [Garrett TFE731 series](https://openairdocs.org/engine/garrett-tfe731-series) (registry code 29001, turbo-fan) (OpenAirDocs) - Category: Airplane - Serial number: 384 - Airframe hours: 3428.7 - Engines: Garrett-AiResearch TFE731-3-1G 3700 lbs thrust turbo fan - Damage: Destroyed - Fire: On-Ground - Flight: Positioning, Part 91 - Operator: Richmor Aviation Inc, doing business as Richmor Aviation - Registered owner: Abrams Aviation LLC - Airworthiness certificate: Standard, Transport - Last inspection: Continuous airworthiness, July 10, 2002, 153.5 hours before - Departed: LAS, Las Vegas, NV - Destination: SKX, Taos, NM - Flight plan: IFR - Airport: SKX, Taos Regional, runway 22, 5,798 × 75 ft ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 34; injuries: fatal; airline transport; airplane ratings: multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; last flight review October 9, 2002; seat: left; toxicology performed; flight hours: 5,251 total, 877 in this make and model - Co-pilot; age 48; injuries: fatal; airline transport, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--w/ waivers/lim; last flight review August 7, 2002; seat: right; toxicology performed; flight hours: 14,234 total, 682 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 230° at 15 knots, gusting 19 - Visibility: 10 statute miles - Lowest ceiling: 3,700 ft overcast - Temperature: 45 °F, dew point 28 °F - Altimeter: 29.92 inHg - Observed at: SKX, 10 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20021108031189A](https://openairdocs.org/incident/20021108031189A), Nov 8, 2002: Israel 1124A, Taos, NM, Destroyed, 2 fatal. (.19) On November 8, 2002, approximately 1457 mountain standard time, an Israel aircraft industries 1124A (westwind 24) business jet, N61RS, was destroyed when… ## Docket (39 files) The files NTSB released with the investigation on December 3, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=56050. 27.9 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 261 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356799&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Witness Statement (2) (item 2, .PDF, 88 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356801&FileExtension=.PDF&FileName=Witness%20Statement%20(2)-Redacted.PDF - Meteorology 5 - Factual Report of Group Chairman (item 3, .PDF, 751 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356812&FileExtension=.PDF&FileName=Meteorology%205%20-%20Factual%20Report%20of%20Group%20Chairman-Redacted.PDF - Wreckage Diagrams (item 4, .PDF, 56 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196904&FileExtension=.PDF&FileName=Wreckage%20Diagrams-Master.PDF - Approach Plate (item 5, .PDF, 29 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196905&FileExtension=.PDF&FileName=Approach%20Plate-Master.PDF - Transcript of Radio Communications (item 6, .PDF, 393 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356811&FileExtension=.PDF&FileName=Transcript%20of%20Radio%20Communications-Redacted.PDF - Radar Plots (item 7, .PDF, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40196907&FileExtension=.PDF&FileName=Radar%20Plots-Master.PDF - Cockpit Voice Recorder 12 - Factual Report of Group Chairman (item 8, .PDF, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40197682&FileExtension=.PDF&FileName=Cockpit%20Voice%20Recorder%2012%20-%20Factual%20Report%20of%20Group%20Chairman-Master.PDF - Simulator Testing (item 9, .PDF, 101 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201353&FileExtension=.PDF&FileName=Simulator%20Testing-Master.PDF - Tripsheet Report (item 10, .PDF, 101 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201365&FileExtension=.PDF&FileName=Tripsheet%20Report-Master.PDF - Operator Summary Report (item 11, .PDF, 81 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201355&FileExtension=.PDF&FileName=Operator%20Summary%20Report-Master.PDF - Captain Records (item 12, .PDF, 842 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356813&FileExtension=.PDF&FileName=Captain%20Records-Redacted.PDF - First Officer Records (item 13, .PDF, 893 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356820&FileExtension=.PDF&FileName=First%20Officer%20Records-Redacted.PDF - Maintenance Records 11 - Attachment 1 (item 14, .PDF, 4.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356821&FileExtension=.PDF&FileName=Maintenance%20Records%2011%20-%20Attachment%201-Redacted.PDF - Maintenance Records 11 - Attachment 2 (item 15, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356831&FileExtension=.PDF&FileName=Maintenance%20Records%2011%20-%20Attachment%202-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 16, .PDF, 247 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356836&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 17, .PDF, 25 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356827&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Report (item 18, .PDF, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356822&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.PDF - Photo 01: Initial ground impact scar - looking from left wing scar toward right wing scar (item 19, .PDF, 460 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201384&FileExtension=.PDF&FileName=Photo%2001%3A%20Initial%20ground%20impact%20scar%20-%20looking%20from%20left%20wing%20scar%20toward%20right%20wing%20scar-Master.PDF - Photo 02: Initial ground impact scar looking along wreckage distribution path (item 20, .PDF, 471 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201385&FileExtension=.PDF&FileName=Photo%2002%3A%20Initial%20ground%20impact%20scar%20looking%20along%20wreckage%20distribution%20path-Master.PDF - Photo 03: highway US64 - looking west (item 21, .PDF, 377 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201386&FileExtension=.PDF&FileName=Photo%2003%3A%20highway%20US64%20-%20looking%20west-Master.PDF - Photo 04: Highway US64 - looking east (item 22, .PDF, 401 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201387&FileExtension=.PDF&FileName=Photo%2004%3A%20Highway%20US64%20-%20looking%20east-Master.PDF - Photo 05: Cabin window (item 23, .PDF, 448 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201388&FileExtension=.PDF&FileName=Photo%2005%3A%20Cabin%20window-Master.PDF - Photo 06: Control cables (item 24, .PDF, 479 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201389&FileExtension=.PDF&FileName=Photo%2006%3A%20Control%20cables-Master.PDF - Photo 07: Pilot's side of instrument panel (item 25, .PDF, 470 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201390&FileExtension=.PDF&FileName=Photo%2007%3A%20Pilot%27s%20side%20of%20instrument%20panel-Master.PDF - Photo 08: Piece of flap (item 26, .PDF, 455 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201391&FileExtension=.PDF&FileName=Photo%2008%3A%20Piece%20of%20flap-Master.PDF - Photo 09: Upper portion of vertical stabilizer (item 27, .PDF, 471 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201392&FileExtension=.PDF&FileName=Photo%2009%3A%20Upper%20portion%20of%20vertical%20stabilizer-Master.PDF - Photo 10: North of highway looking at distribution path at largest piece of wreckage (item 28, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40208025&FileExtension=.PDF&FileName=Photo%2010%3A%20North%20of%20highway%20looking%20at%20distribution%20path%20at%20largest%20piece%20of%20wreckage-Master.PDF - Photo 11: Escape hatch (item 29, .PDF, 453 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201394&FileExtension=.PDF&FileName=Photo%2011%3A%20Escape%20hatch-Master.PDF - Photo 12: South of highway looking north along wreckage distribution path (item 30, .PDF, 433 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201395&FileExtension=.PDF&FileName=Photo%2012%3A%20South%20of%20highway%20looking%20north%20along%20wreckage%20distribution%20path-Master.PDF - Photo 13: Aft horizontal banjo fitting (item 31, .PDF, 465 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201396&FileExtension=.PDF&FileName=Photo%2013%3A%20Aft%20horizontal%20banjo%20fitting-Master.PDF - Photo 14: Horizontal stabilizer trim actuator (item 32, .PDF, 440 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201397&FileExtension=.PDF&FileName=Photo%2014%3A%20Horizontal%20stabilizer%20trim%20actuator-Master.PDF - Photo 15: Copilot side instrument panel (item 33, .PDF, 477 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201398&FileExtension=.PDF&FileName=Photo%2015%3A%20Copilot%20side%20instrument%20panel-Master.PDF - Photo 16: Portion of left tip tank (item 34, .PDF, 476 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201399&FileExtension=.PDF&FileName=Photo%2016%3A%20Portion%20of%20left%20tip%20tank-Master.PDF - Photo 17: Rudder (item 35, .PDF, 423 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201401&FileExtension=.PDF&FileName=Photo%2017%3A%20Rudder-Master.PDF - Photo 18: Center fuselage area (item 36, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201402&FileExtension=.PDF&FileName=Photo%2018%3A%20Center%20fuselage%20area-Master.PDF - Photo 19: Left engine (item 37, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201404&FileExtension=.PDF&FileName=Photo%2019%3A%20Left%20engine-Master.PDF - Photo 20: Another view of left engine (item 38, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201405&FileExtension=.PDF&FileName=Photo%2020%3A%20Another%20view%20of%20left%20engine-Master.PDF - Photo 21: Right engine (item 39, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201408&FileExtension=.PDF&FileName=Photo%2021%3A%20Right%20engine-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.