History of Flight
On January 11, 2009, at 0942 mountain standard time, N604WP, a Pilatus PC-12/45 single-engine turboprop airplane, was substantially damaged after impacting terrain following a loss of control shortly after takeoff from Yampa Valley Airport (HDN) in Hayden, Colorado. The private pilot and passenger were fatally injured. The airplane was owned and operated by Rooney Consulting and Aviation LLC of Bandon, Oregon. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the 633-nautical mile cross-country flight destined for Chino Airport (CNO), California.
The pilot contacted the Fixed Base Operator (FBO) manager around 0730 and requested the airplane be pulled from its heated hangar and fueled. The manager suggested waiting to avoid snow accumulation, and the pilot agreed. The pilot and passenger arrived around 0800. Three line crew members assisted in preparing the aircraft. After the airplane was pulled outside, the pilot performed a walk-around inspection before boarding. The airplane was fueled around 0917 with 100 gallons of Jet A fuel, then pulled to the taxiway to prevent it from becoming stuck in snow. The line crew reported heavy snowfall from the time the airplane was pulled from the hangar until departure. Two crew members observed accumulation of wet snow on the wings, with one describing “probably a good inch of slushy wet snow.” The FBO manager suggested the pilot taxi to fuel and de-ice due to the heavy wet snow, but the pilot declined.
During takeoff roll, one crew member reported the takeoff appeared normal, another said the airplane was not picking up enough speed, and a third described a slow roll as if the airplane was “heavy.” The FBO manager estimated the takeoff roll at about 4,000 feet, followed by a shallow right bank before the airplane flew out of sight.
Airport fire department personnel reported the airplane departed runway 28 at 0939. A fireman observed the airplane level off momentarily about 500 feet above ground level (AGL) before entering a right turn, then lost sight due to reduced visibility. Footage from an automated airport camera showed the airplane for about 5 seconds as it climbed, then appeared to level off or slightly descend before leaving the camera’s view.
The pilot did not contact Denver Air Traffic Control Center after departure, and a search was initiated. The airplane was found adjacent to the airport, fully engulfed in flames. Radar data revealed the airplane entered a right turn after takeoff, which tightened through about 270 degrees until impact about 1 mile north-northwest of the approach end of runway 28. The airplane momentarily leveled off about 200 feet AGL and reached a maximum altitude of about 900 feet AGL during the turn.
Personnel Information
The pilot, age 54, held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His last FAA third-class medical was issued June 25, 2008, with limitations including near-vision glasses. The medical was not valid after June 30, 2009, and not valid outside the United States. A logbook entry dated March 10, 2008, showed an estimated 867 flight hours, with 82 hours in the accident airplane, 55 hours of actual instrument conditions, and 57 hours of simulated instrument conditions. He completed his most recent biannual flight review and instrument proficiency check on March 10, 2008, and successfully completed recurrent training for the Pilatus PC-12/45 on the same date. A signed document from March 12, 2008, reported 1,720 total flight hours, with 559 hours in turbine aircraft. His last medical application on June 25, 2008, listed 2,000 total flight hours with 150 hours in the previous 6 months. Flight records for the 9 months preceding the accident were not recovered.
Aircraft Information
The 2004-model Pilatus PC-12/45, serial number 604, was a pressurized low-wing airplane with retractable landing gear, configured for 8 occupants. It was powered by a single Pratt & Whitney Canada PT6A-67B turboprop engine rated at 1,200 horsepower, driving a four-bladed constant-speed Hartzell propeller. The airframe and engine’s most recent annual inspection was completed on January 2, 2008, with total time of 558.4 hours.
Meteorological Information
At 0935, the automated weather observing system at HDN reported wind from 100 degrees at 4 knots, visibility 3/4 mile, overcast sky at 1,200 feet, temperature 19°F, dew point 18°F, and altimeter setting 30.38 inches of Mercury. The system had no precipitation discriminator, but airport personnel reported heavy snowfall from the time the airplane was pulled from the hangar until departure. Runway conditions were reported as Thin Loose/Packed Snow.
Communications
On January 10, 2009, at 2036, the pilot contacted a Prescott AFSS weather briefer and filed an IFR flight plan for 0700 the next morning. He mentioned needing to be at an engagement near his destination by 1200 PST. On January 11 at 0721, he again contacted weather briefing to inquire about destination winds, but did not request departure weather or route weather. He mentioned checking weather on his personal computer the previous evening.
At 0937:20, the pilot contacted Denver Center, reporting holding short of runway 28 with an IFR flight plan to Chino. The controller cleared him as filed and instructed to climb and maintain flight level 260. At 0937:42, the pilot acknowledged. At 0938:07, the controller informed that weather “is marginal” and “ceiling’s pretty low.” The pilot asked if cleared for takeoff, and the controller replied affirmatively, instructing to report airborne. At 0938:29, the pilot stated, “we’ll report airborne.” About 0939, airport personnel heard the pilot announce departure on runway 28 and then report “headed to Craig VOR.” No further communications were received.
Airport Information
Yampa Valley Airport (HDN) is a non-towered airport operated by Routt County, with field elevation 6,606 feet MSL. The airport has a single 10/28 asphalt runway, 9,998 feet long by 150 feet wide, with left-hand traffic pattern for runway 28.
Wreckage and Impact Information
The wreckage was located in a snow-covered field about 1 mile north-northwest of the approach end of runway 28. Snow depth exceeded 1 foot. The airplane impacted the ground inverted and in a nose-down attitude of approximately 70 degrees. The debris field was about 265 feet long and 50 feet wide, on a magnetic heading of 135 degrees. All major components were accounted for.
The cabin area, forward fuselage, and sections of both wings were nearly consumed in a post-crash fire. The empennage remained attached to a section of the aft fuselage. Flight control surfaces remained attached. The aileron and rudder trims were neutral; stabilizer trim was in the green take-off range. Landing gear and flaps were retracted. Partial control continuity was established, but cockpit area continuity could not be established due to thermal and impact damage.
Three non-volatile memory components (EIS, FCWU, CAWC) were impact and thermally damaged, yielding no data. An electric attitude indicator showed rotational scoring consistent with operation at impact. The engine was found about 36 inches below ground; rotational signatures indicated power production at impact. The propeller hub remained attached; blades exhibited leading edge polishing and bending. No anomalies were found with the engine or airframe that would have contributed to the loss of control.
Medical and Pathological Information
An autopsy was performed on the pilot on January 13, 2009, by the Jefferson County Coroner’s Office. Forensic toxicology by FAA’s Civil Aerospace Medical Institute detected no ethanol in liver or muscle, and no drugs in the liver.
Test and Research
The fuel truck that serviced the accident airplane was quarantined and tested; results were negative for contamination.
Additional Information
The FAA issues Official Holdover Time Tables for deicing. Based on recorded temperature of 18°F and visibility of 3/4 mile, snowfall intensity was categorized as “moderate.” Using FAA Guidelines, the holdover period for Type I deicing fluid in moderate snow at 18°F would be 4 to 6 minutes. If snow was heavy (as reported by airport personnel), no holdover period was available.
The Pilatus PC-12 Pilot Operating Handbook and Airplane Flight Manual, section 2, page 2-15, contained the limitation: "The aircraft must be clear of all deposits of snow, ice and frost adhering to the lifting surfaces immediately prior to takeoff."