Narrative:

Aircraft was departing on an empty reposition leg to a nearby field. Engine start and taxi were normal with the possible exceptions of the power transfer unit (ptu); which seemed to take several flight control/speed brake cycles to reach 2800 psi; and the PIC elected to shut the right engine down for the long taxi from [the FBO] to the runway. Holding short; right engine was started and thrust reverser (TR) tested with 2 minute warmup observed. Aircraft was cleared to line up and wait on the runway; where the tower then instructed the aircraft to taxi forward to the power up line so he could get [another] jet behind us. During the brief taxi forward; the pilot in command (PIC) did another quick flow; noting parking brake (off);trim position (rudder and aileron); flap position; speed brake position and cas window clear.aircraft sat on runway 1R for approximately 5 minutes before being cleared for takeoff. A few seconds after thrust levers were advanced to takeoff (to); the red no takeoff warning annunciated and then cleared after a few seconds. PIC elected to continue the takeoff. To was continued; second in command (sic) noted the late 80 knot call while searching for the red annunciation. Rotation was normal and gear retraction appeared normal. Aircraft was vectored for the RNAV (GPS) approach. The aircraft was cleared for the approach. Several conversations were made between the PIC and the sic regarding why the VNAV was not working. This (most likely) is because while the PIC may have done about a hundred of these things he is only successful 50% of the time. PIC decided to dive and drive the approach. After manually descending to 2800' the airport was acquired visually and PIC descended on the PAPI's. Flaps 15 and gear down were selected. Gear extension appeared normal. Final flaps and landing check were completed prior to the FAF.tower cleared aircraft to land. Gear down; three green; no red annunciated by both PIC and sic. The approach and landing phase seemed normal with the PIC holding vref + 15 decelerating to vref over the fence. Touchdown was normal; PIC deployed speed brakes and began lowering the nose. Nose gear touched down briefly (then the gear handle snapped up and the gear unsafe horn began to blare) and then the aircraft nose continued to descend below the horizon until the aircraft was resting on the nose gear doors. From that point onward; there was only the sound of metal grinding; gear unsafe horn blaring and the PIC screaming obscenities. The aircraft stayed mostly on centerline after PIC stopped using nose wheel steering and used some differential braking. The tower noticed the aircraft predicament and began to call crash fire rescue equipment folks. PIC informed tower and completed the checklist. After aircraft shutdown; PIC and sic deplaned a safe distance from aircraft and looked for evidence of fire or fuel leakage. Noting no evidence of fire or fuel leakage; PIC deemed it safe to re-enter aircraft and retrieve his cell phone and begin the painful process of notifying company personnel. No injuries to either PIC or sic were experienced.

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Original NASA ASRS Text

Title: An Air Taxi flight crew reported a nose gear collapsed upon landing roll out. No abnormal indications were present prior to landing.

Narrative: Aircraft was departing on an empty reposition leg to a nearby field. Engine start and taxi were normal with the possible exceptions of the Power Transfer Unit (PTU); which seemed to take several flight control/speed brake cycles to reach 2800 PSI; and the PIC elected to shut the right engine down for the long taxi from [the FBO] to the runway. Holding short; right engine was started and Thrust Reverser (TR) tested with 2 minute warmup observed. Aircraft was cleared to line up and wait on the runway; where the tower then instructed the aircraft to taxi forward to the power up line so he could get [another] jet behind us. During the brief taxi forward; the Pilot in Command (PIC) did another quick flow; noting Parking brake (Off);Trim position (rudder and aileron); Flap position; Speed Brake position and CAS window clear.Aircraft sat on runway 1R for approximately 5 minutes before being cleared for takeoff. A few seconds after thrust levers were advanced to Takeoff (TO); the red no takeoff warning annunciated and then cleared after a few seconds. PIC elected to continue the takeoff. TO was continued; Second in Command (SIC) noted the late 80 knot call while searching for the red annunciation. Rotation was normal and gear retraction appeared normal. Aircraft was vectored for the RNAV (GPS) approach. The aircraft was cleared for the approach. Several conversations were made between the PIC and the SIC regarding why the VNAV was not working. This (most likely) is because while the PIC may have done about a hundred of these things he is only successful 50% of the time. PIC decided to dive and drive the approach. After manually descending to 2800' the airport was acquired visually and PIC descended on the PAPI's. Flaps 15 and gear down were selected. Gear extension appeared normal. Final flaps and Landing Check were completed prior to the FAF.Tower cleared aircraft to land. Gear down; three green; no red annunciated by BOTH PIC and SIC. The Approach and Landing phase seemed normal with the PIC holding VREF + 15 decelerating to VREF over the fence. Touchdown was normal; PIC deployed speed brakes and began lowering the nose. Nose gear touched down briefly (then the gear handle snapped up and the gear unsafe horn began to blare) and then the aircraft nose continued to descend below the horizon until the aircraft was resting on the nose gear doors. From that point onward; there was only the sound of metal grinding; gear unsafe horn blaring and the PIC screaming obscenities. The aircraft stayed mostly on centerline after PIC stopped using nose wheel steering and used some differential braking. The Tower noticed the aircraft predicament and began to call CFR folks. PIC informed Tower and completed the checklist. After aircraft shutdown; PIC and SIC deplaned a safe distance from aircraft and looked for evidence of fire or fuel leakage. Noting no evidence of fire or fuel leakage; PIC deemed it safe to re-enter aircraft and retrieve his cell phone and begin the painful process of notifying company Personnel. No injuries to either PIC or SIC were experienced.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.