Richmor Aviation

IAI 1124 Westwind

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.

Learjet 35

The flight crew reported to the tower controller that they were over the airport and requested a right downwind circling approach to runway 15. The tower controller and other witnesses observed the airplane in a steep right bank on base leg. The airplane overshot the extended runway centerline. The tower controller observed the airplane entering a steeper right bank to correct back to the runway centerline. The controller stated that he observed the airplane "flutter" and then crash right-wing first, about one mile north of the runway threshold. Other witnesses reported a variety of indications consistent with a loss of control. The last recorded transmission was "Oh no you're (stall…)." The ( ) indicates that the word was questionable text. Both engines were producing about 1,700 pounds of thrust (2,561 pounds available). A snow squall had just passed over the airport and was obscuring mountains to the east. The terrain was snow covered. The accident occurred about eight minutes before official sunset. The approach procedure is not authorized at night or for category D airplanes. Minimums for the approach were three miles visibility with an MDA of 10,840 feet. Airport elevation is 7,815 feet. Both pilots were rated in the airplane. It could not be determined which pilot was at the controls at the time of the accident.