History of Flight
On June 30, 2015, about 0800 mountain daylight time, a Beech C-99, registration N6199D, operated by Ameriflight under 14 CFR Part 135, aborted takeoff at Salt Lake City International Airport (SLC), Salt Lake City, Utah, after a flight control malfunction shortly after liftoff. The two commercial pilots were uninjured, and the airplane sustained substantial damage to the left wing. Visual meteorological conditions prevailed, and the flight operated on an instrument flight rules flight plan.
After a normal start and taxi, the airplane was cleared for takeoff. During the roll, the pilot in command (PIC) rotated the airplane at about 100 knots. Immediately, the airplane yawed to the right, and the right rudder pedal was at the floor. The copilot observed no abnormal engine or instrument readings. Both pilots applied left rudder pedal pressure, but the pedal moved only slightly. The PIC adjusted the rudder trim, but the right yaw persisted. He manipulated the throttles and attempted to land back on the runway. The airplane touched down on the left side of the runway, remained difficult to control, the left landing gear collapsed, and the airplane slid to a stop on its left wing.
Personnel Information
The PIC held a commercial pilot certificate with single- and multi-engine land and instrument ratings, as well as an instructor certificate. His most recent second-class medical certificate was issued on April 7, 2015, with a requirement to wear corrective lenses. He had accumulated about 1,458 total flight hours, with 151 hours in the accident airplane make and model. He had been employed by the company since April 13, 2015, and was checked off as a first pilot on May 15, 2015.
The copilot held a commercial pilot certificate with single- and multi-engine land and instrument ratings. His most recent first-class medical certificate was issued January 22, 2015, with no limitations. He had about 952 total flight hours, with 718 hours in the accident airplane make and model. He was part of a program to fly about 750 hours with the operator before transitioning to a foreign airline.
Aircraft Information
The two-seat, low-wing, retractable-gear airplane, serial number U169, was manufactured in 1981. It was powered by two Pratt & Whitney PT6A engines (715 horsepower each) and equipped with Hartzell HC-B3TN-3B controllable pitch propellers. The most recent maintenance, a routine examination on June 28, 2015, at an airframe total time of 31,957.2 hours, was an "Event III and Routine Inspection" performed per the Ameriflight approved aircraft inspection program. During the inspection, the rudder pedals were removed, the arm bolt holes inspected for elongation and wear, and the rudder control system components inspected. The rudder free play limit check was performed, and all flight controls and tabs were checked for freedom of movement. No system anomalies were documented. The accident flight was the first flight after this maintenance.
Meteorological Information
At 0753, the weather at SLC was reported as wind from 160 degrees at 3 knots, visibility 10 statute miles, broken clouds at 14,000 feet agl and 22,000 feet agl, temperature 28°C, dewpoint 12°C, and an altimeter setting of 30.07 inches of mercury.
Wreckage and Impact Information
Due to the nature of the accident, an on-scene examination was completed by the Federal Aviation Administration. The airplane came to rest about midway down the runway. Examination of the cockpit revealed the rudder trim was fully trimmed to the nose-right position. The cargo was removed and noted to be secured and properly balanced.
Tests and Research
A postaccident examination of the airframe showed that the rudder and rudder trim controls were properly rigged, and continuity was established. Evidence of rubbing was found on the left rudder cable pulley in the lower tail cone, but no binding or jamming of the rudder control cables was observed. Foreign object debris (FOD) was noted underneath the fuselage floor, but there was no evidence it interfered with the rudder control system. When initially tested, the left rudder pedal was harder to move than the right pedal. Damage to the nose wheel kept it slightly turned to the right. The nose steering disconnect motor was removed and tested, operating normally. A second manipulation of the rudder pedals found that both pedals required similar pressure to move and had neutral positions near neutral.