Rockwell NA-265-65 accident near Las Vegas, Nevada, July 6, 2013
On July 6, 2013 at about 1:45 am local time, a Rockwell NA-265-65, registered XBRSC, was substantially damaged in an accident during taxi (from runway) near Las Vegas, Nevada (Mccarran International Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 6 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilots’ failure to follow the airplane manufacturer’s emergency procedures for a hydraulic system failure and emergency braking, which resulted in the loss of braking action upon landing and the subsequent loss of directional control while turning off the runway. Contributing to the accident was the loss of hydraulic pressure for reasons that could not be determined because postaccident testing and examination of the hydraulic system revealed no mechanical failures or anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 6, 2013 · about 1:45 am local time
- Place
- Las Vegas, Nevada · Mccarran International Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 6 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell NA-265-65
- Registration
- XBRSC · no longer on the register · serial 465-55
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilots reported that, during the approach, the main hydraulic system lost pressure. They selected the auxiliary hydraulic system "on," continued the approach, and extended the landing gear using the emergency landing gear extension procedures. During the landing roll, about two-thirds down the runway, the pilots noticed that the brakes were not working normally and then turned onto a taxiway to clear the runway. The captain reported that, once on the taxiway, he was unable to stop or steer the airplane as it proceeded across a parallel runway and into an adjacent field where it subsequently struck a metal beam. A postaccident examination of the airplane revealed brake system continuity with the cockpit controls. The tires, brake assemblies, and brake pads were intact and undamaged. The hydraulic lines from the hydraulic pump to the wheel brakes were intact. No hydraulic fluid was observed leaking on the exterior or interior portions of the airplane. The hydraulic fluid reservoir was found about 1/4 full. Further, testing of the two hydraulic pumps revealed that they were both functional, and no mechanical failures or anomalies that would have precluded normal operation were noted. The airplane's hydraulic system failure emergency procedures state that, if hydraulic pressure is lost, the electrically driven hydraulic pump should be reset and that, if the hydraulic pressure was not restored, that the primary hydraulic system should be disengaged and the landing gear should be lowered using the emergency landing gear extension procedures. After the gear is extended, the auxiliary hydraulic system should be selected "on" for landing. However, the pilots stated that they did not attempt to reset the electric hydraulic pump and that they performed the emergency landing gear extension procedures with the auxiliary hydraulic pump engaged. It is likely that the pilots' failure to select the auxiliary hydraulic system "off" before extending the landing gear caused the hydraulic pressure in the auxiliary system to dissipate, which left only the emergency brake accumulator available for braking during the landing. The number of emergency brake applications that can be made by the pilots depends on the accumulator charge, which may be depleted in a very short time. The airplane's emergency braking procedures state that, as soon as the airplane is safely stopped, the pilots should request towing assistance. However, the pilots did not stop the airplane on the runway despite having about 3,900 ft of runway remaining; instead, they turned off the runway at an intersection, which resulted in a loss of directional control.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Sys/Comp malf/fail (non-power) during approach
- Loss of control on ground during taxi (from runway) defining event
- Collision with terrain or object (not controlled flight into terrain) during taxi (from runway)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Flight crew
- cause Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Flight crew
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Surface speed/braking › Not attained/maintained
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Flight crew
- factor Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Environmental issues › Physical environment › Object/animal/substance › (general) › Contributed to outcome
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 7,400 hours in all; 2,100 in this make and model; 75 in the last 90 days; 25 in the last 30 days; 7,100 as pilot in command
- Last flight review: October 10, 2012
- Medical certificate: Unknown (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 1,939 hours in all; 788 in this make and model; 75 in the last 90 days; 25 in the last 30 days
- Last flight review: October 10, 2012
- Medical certificate: Unknown (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 9,940 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 24,000 lb
- Seats: 10
- Landing gear: retractable
- Engine 1: Garrett TFE-731-3R-1D (turbofan); 9,550 hours total
- Engine 2: Garrett TFE-731-3R-1D (turbofan); 9,795 hours total
The flight
- Departed from: BRO Brownsville TX at 10:55 pm
- Destination: LAS Las Vegas NV
- Flight plan: IFR
- Runway 25L, 10,526 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 180° at 17 knots, gusting 23
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; a few clouds at 11,000 ft
- Temperature: 100°F (38°C), dew point 41°F (5°C)
- Altimeter: 29.53 inHg
- Observation at 1:56 am from KLAS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 4 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.