History of Flight
On July 5, 2009, at approximately 1002 eastern daylight time, a Pilatus PC12/45, registration N578DC, crashed in a pasture near Raphine, Virginia, following an in-flight loss of control. The flight originated from Teterboro Airport (TEB) in Teterboro, New Jersey, with a destination of Tampa Executive Airport (VDF) in Tampa, Florida. The flight was conducted under 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions (IMC) prevailed at the altitude where the loss of control began, and an instrument flight rules (IFR) flight plan was filed and activated.
The pilot received his IFR clearance on the ground. After takeoff at about 0823, air traffic control (ATC) communications were transferred between facilities as the flight proceeded. At approximately 0906, while at flight level (FL) 260, the pilot requested and received clearances to climb to FL 280 and then to FL 300. At 0942, the pilot asked the controller about weather radar returns and was informed of a line of returns 60 to 70 miles ahead. At 0953, the pilot requested a deviation of 40 to 50 degrees to the right, which was approved. The airplane subsequently deviated right.
At 0955, the pilot requested and received clearance to climb to FL 320. The airplane climbed to FL 308. At 0959:47, the pilot indicated he was turning back to the JOINN intersection. At 1000:54, while at approximately FL 312, the pilot advised the controller, "roger I’m ah gonna need a little dg heading I lost my panel I’m in the uh in the weather." The controller asked for clarification and provided a heading of 230 degrees. At 1001:26, the pilot said, "and my altitude’s gonna move a little bit." The controller then instructed an airliner, Blue Streak 503, to stop its climb at FL 290 due to traffic. The crew of Blue Streak 503 reported hearing the pilot say he had "lost a panel" and noted solid IMC at FL 260 with no icing or convective activity.
The controller asked the accident pilot to advise if he could not maintain above FL 300. At 1001:54, the pilot responded, "I’m in a a descent," with the rest unintelligible. No further transmissions were received. Radar data showed the airplane in a right descending turn, descending from FL 307 to FL 221 in 28 seconds, completing a 360-degree turn. The last radar return was at 1002:38, and the accident site was located approximately 0.81 nautical mile from that point at a heading of 162 degrees.
A ground witness reported hearing a jet-like engine sound in distress, then silence followed by a deep thud.
Pilot Information
The pilot, age 56, held a private pilot certificate with ratings for airplane single- and multi-engine land and instrument airplane. He held a third-class medical certificate issued May 1, 2009. His logbook showed approximately 1,873 total hours, with about 1,050 in turbine aircraft and 715 in the accident make and model. His last instrument proficiency check was on August 22, 2008, and his last logged instrument flight was on January 30, 2009. He had received training from SimCom in a PC-12 in 2004, 2005, 2006, and August 2008.
Aircraft Information
The airplane was a Pilatus PC12/45, serial number 570, manufactured in June 2004. It was powered by a Pratt & Whitney PT6A-67B engine and equipped with a four-bladed Hartzell propeller. The aircraft had executive club seating for six passengers. The flight and navigation instruments on the pilot's side included two electronic display units (EADI and EHSI), an airspeed indicator, a remote magnetic indicator, an altimeter, a vertical speed indicator, a standby attitude gyro, and a course deviation indicator. Two symbol generators and two Attitude and Heading Reference Systems (AHRS) were installed. The maximum operating altitude was 30,000 feet, and maximum indicated airspeed was 236 knots.
Maintenance records indicated the last annual inspection was on June 22, 2009, at 723.7 total aircraft hours. The pitot static and transponder tests were performed on June 19, 2008.
Meteorological Information
Weather conditions at the time included a low-pressure system over northwestern North Carolina with a stationary front extending eastward. The accident site was in an area of instrument flight rules conditions with light to moderate rain. The closest reporting station, Shenandoah Valley Regional Airport (SHD), reported calm winds, 7 miles visibility in light drizzle, scattered clouds at 2,800 feet, and overcast at 3,400 feet. Upper air soundings indicated winds from 280° at 47 knots at 32,000 feet. Satellite imagery showed cloud tops near 32,000 feet over the accident site. Radar depicted echoes of 15 to 35 dBZ along the flight path, with some heavier echoes nearby. No significant turbulence was forecast, but pilot reports indicated light to moderate rime icing between 13,000 and 27,000 feet.
Communications
There were no reported communication difficulties between the pilot and Washington ARTCC.
Flight Recorders
The aircraft was not equipped with a cockpit voice recorder or flight data recorder. However, non-volatile memory components from the engine monitoring system, AHRS, Integrated Hazard Awareness System, and Caution Advisory Control Unit were recovered for analysis.
Wreckage and Impact Information
The airplane crashed in a cow pasture, with the initial impact heading approximately 032 degrees magnetic. The energy path was oriented on a heading of 304 degrees. The engine was found about 7 feet below ground level. A slight postcrash fire occurred. The aircraft was nearly completely fragmented, with the vertical stabilizer and rudder remaining identifiable. Flight control surfaces were located; flap actuators indicated flaps retracted, and landing gear were retracted. Trim settings were within normal ranges. The cockpit was fragmented; instruments and avionics circuit boards were recovered. The cabin altitude differential pressure gauge indicated 2.8 PSI, and cabin altitude about 12,100 feet.
The wreckage included over-the-counter medications (Advil Liqui Gels, Advil PM, and Salonpas Patches) along the debris path. No determination was made regarding ownership.