I'm just amazed anyone lived through that

NTSB link

"On January 5, 2014, at 1222 mountain standard time, a Bombardier CL-600-2B16, N115WF, impacted the runway while attempting to land on Runway 15 at Aspen-Pitkin County Airport/Sardy Field (KASE), Aspen, Colorado. There were two crewmembers and a passenger onboard. One crewmember was fatally injured; the other crewmember and passenger received serious injuries. The airplane was destroyed. The airplane was registered to the Bank of Utah Trustee and operated by Vineland Corporation Company, Panama, South America under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan. The flight originated from Tucson International Airport (KTUS), Tucson, Arizona, at 1004.

According to preliminary information from the Federal Aviation Administration, the flight was in radio contact with ASE air traffic control (ATC). At 1210, N115WF utilized the localizer DME-E approach into KASE. ASE ATC reported winds as 290º at 19 knots, with winds gusting to 25 knots to the crew before landing. The crew executed a missed approach, and then requested to be vectored for a second attempt. On the second landing attempt N115WF briefly touched down on the runway, then bounced into the air and descended rapidly impacting with the ground at midfield. No further communications were received by ASE ATC from the accident airplane.

At 1220, the KASE automated surface observation system (ASOS) reported the following weather conditions: wind from 320° true at 14 knots gusting to 25 knots, wind variable from 280° to 360, visibility 10 miles in haze, scattered clouds at 4,700 feet above ground level, ceiling broken at 6,000 feet, temperature -12° Celsius (C), dew point temperature -21° C, altimeter 30.07 inches of mercury. The remarks indicated a peak wind from 320° at 26 knots occurred at 1204.

The KASE ASOS one-minute data at the time of the accident reported the wind at 333º true at 14 knots gusting to 17 knots.

The cockpit voice recorder, flight data recorder, and Enhanced Ground Proximity System were recovered."

No. Approach speed is only dictated by aircraft weight and configuration (flap setting). The tailwind simply increases your groundspeed. A popular saying in aviation is that a tailwind on landing hurts you twice as much as a headwind helps you. A thirty knot tailwind would hurt... a lot. If I had any of my old manuals handy I could give you some idea of what the required runway would be to bring that plane to a stop in such conditions. I would liken it to a space shuttle landing but that type of hyperbole make some here uncomfortable.

Leer did the initial design, it was bought, refined, and brought to market by another company.  Very common in aviation.

Judging from the crash pictures, I think you won that particular thread.

Looks like he bounces 3 times 2:10, 2:13 and the big one at 2:15.

Well, it matters some.
My apologies, BillofRights. I was under the mistaken idea this happened at night.
I still think those guys acted incredibly foolishly but BillofRights is correct that you oughta be able to bounce off the runway and fly it off clear of the granite so long as you've got the visibility. Daytime in those conditions should have been good enough.
I'd still love to see what kind of runway would have been required for a flap zero landing at 8000' msl just to get an idea of what these guys would have used up had they stuck the landing properly.

Limitation in the AFM is 10 knots of tailwind.

 

Let me see if I've got this straight:



A private jet, owned by the Bank of Utah, being flown from Mexico, by Mexican nationals, attempts to land at Aspen airport in spite of highly unfavorable conditions. .



A suspicious person might say that the pilot felt that something HAD to be delivered---or picked up. . . .

A very large number of business jets are owned by the bank because they are leased.



 

I get a density altitude of 6285 feet using the info in the NTSB report above and this calculator.

Density altitude

 

FLOPS, IIRC, made the change that departures from and arrivals to ASE had to be made 1 hour after sunrise and 1 hour prior to sundown, to accommodate the fact that even during daylight hours, twilight ambient light wasn't enough to operate safely by.

There are old pilots and bold pilots, never old bold pilots. I planning on being a old pilot.

Excuse my ignorance---so they are leased BY the banks, or FROM the banks?



 

Bank=lessor, operator=lessee

Yeah, that was the rule I had to comply with 12 years ago. It gets dark in that valley quick.

On a side note... Any of you guys that operated in and out of there remember what catering cost? I picked up 6 passengers once and had 6 steak sandwiches, 6 small salads and 6 bags of chips and I swear to god the catering cost more than my fuel. It was about $100/passenger. They didn't even order drinks as the aircraft was fully stocked.

The billionaires drove the millionaires out of Aspen even before I lived there...











.....in 1992

And this becomes truer the older I get. I don't heel like I used to

This is GD.  By page 5 they will be  CIA pilots flying in a load of mind control chips.

Lolz.  All to true.    I aquired food for hundreds trips, but I only used the word "Catering" ...One time.  

Lesson learned.  "Catering" is a CTD -900% discount over "Takeout".

The sammiches at the little shop there are about 10 bucks each, expensive, but worth every penny.  
My bosses appreciated me being frugal, but I never got a cheap bastid bonus, come to think of it.  

PUSSY
In your avatar that is.



 

It looked to me like someone started to run then slid a few feet on ice. I'm pretty sure one of the rules in helping victims is to avoid becoming an additional casualty.

Why yes, yes I am and the avatar too

That's just the type of automation and idiot proofing that greatly concerns me.

The more you take out of the pilot's hands the worse (IMO)

Same with that automatic braking in cars.

This.. under pressure to complete it after several aborts.

That's pretty much what it was at that point.

Ok. . .so who was the lessee?



 

 

Stalling at 50-200 feet altitude is not going to end well.

Flight Options has one of the most conservative/restrictive set of self imposed rules to flying into and out of ASE (higher landing and approach minimums, day time ops only, one way in & one way out, etc). It's no surprise that FO has the best incident statistics of all the large fractional airlines (according to the NTSB database at least). I would imagine FlexJet & NetJets rules are very similar though.  

However, those are self imposed rules not FAA requirements. Pretty much every small charter operator I ever ran into in all my decades of flying doesn't operate that way. No offense to the few that do.

The Gulfstream accident a few years ago is a good example of that.

Some pax and scheduling departments like to be pushy. It's up to the flight crew to say 'no' when it needs saying. That might not always come across well, even if done in a professional and friendly manner. After all the pilot is perhaps the first one in the last 6 months to say 'no' to Mr Bigshot.

Late beats dead but that's just mho.

Okay, so I hopped on FSX last night, fired-up the Lear45 and did a short night flight from APA to ASE. Stayed-up too high for too long, came in hot, landed-long, and skidded-off the end of 15. Knew I should have done a go-around, but it was bedtime and I just wanted to end the flight come what may. I think I'll try a day flight for my 2nd attempt.

Cross HBU at 14000' fully configured at VRef+10. Start a 10 degree GS and drive on in.

Roger that. Will do that tonight!

I think its Red Table, not Blue Mesa. DBL.