History of Flight
On February 13, 2022, about 1402 eastern standard time, a Pilatus PC-12, registration N79NX, was destroyed when it was involved in an accident near Beaufort, North Carolina. The commercial pilot and seven passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Earlier that day, the airplane departed Pitt-Greenville Airport (PGV), Greenville, North Carolina, about 1235, and landed at Hyde County Airport (7W6), Engelhard, North Carolina, at 1255.
According to data recovered from the airplane’s combination flight data and cockpit voice recorder, before departing on the accident flight, while passengers were boarding, the pilot instructed the student pilot-rated passenger, seated in the right front seat, on entering flight plan information into the avionics. At one point, the passenger was told to enter W95 (Ocracoke Island Airport) into the flight plan but seemed unsure; the pilot responded “we’ll get it later.” The passenger then inserted Michael J. Smith Field Airport (MRH), Beaufort, North Carolina, into the flight plan and activated it. The engine was started at 1329, and after taxi, engine power was advanced for takeoff at 1334. The autopilot engaged shortly after takeoff, and the airplane climbed and leveled at a selected target altitude of 3,500 ft. Airspeed stabilized around 220 knots from about 1337 to about 1343.
After departure, the pilot and passenger spent several minutes amending and activating a flight plan in the integrated flight management system. The pilot contacted air traffic control, reporting they would level off at 3,500 ft mean sea level (msl) and requested VFR flight following and an IFR clearance to MRH. At 1338, the controller advised that a nearby restricted airspace was active; the pilot confirmed they would remain clear and fly east. While trying to program the autopilot flight plan, he stated, “I don’t know what I need to do. Just I almost [want] to take it all out and start from scratch.”
At 1341, the controller indicated they were about to enter restricted airspace. After multiple calls with no response, the controller instructed military aircraft in the area to remain above 4,000 ft msl. The pilot never responded but, according to the cockpit voice recorder, continued trying to program the flight plan. He expressed concern about entering the restricted area and at one point stated, “what in the [expletive] am I doing?”
From 1341 to 1347, the pilot continued programming attempts. At 1342:55, the selected altitude decreased to 3,000 ft and pitch control changed from altitude hold to vertical speed. The airplane descended, and airspeed accelerated to 240 knots by 1343:42, triggering an overspeed warning. A “speed” alert sounded twice from the crew alerting system (CAS). After the first alert, a sound similar to engine power reduction correlated with data showing reduced engine torque, and the airplane leveled at 3,000 ft. Torque remained unchanged until 1355, and airspeed stabilized at 147 knots. At 1346, the pilot stated, “I have – I have [got to] get a fricken flight plan in this thing.” At 1347, he verbalized the weather at the destination.
At 1348, the pilot called the controller and requested the RNAV approach to runway 26 but was denied due to active restricted airspace. The controller asked why he didn’t respond to earlier calls; the pilot said he “was trying to get out” and couldn’t receive transmissions. The controller offered an approach to runway 8 or 3; the pilot chose runway 8. He then talked about programming the avionics, mentioning “I’ve got to get my iPad out…. this is not good this way – I’m way behind the eight ball – [expletive] I hate it – I hate it when that happens.” He asked the passenger to “bring up” runway 08 approach; the passenger responded, and the pilot said, “I [do not have] my dang gone glasses either – there we go the lights help.”
At 1352, the controller reported the restricted airspace was no longer active and offered the RNAV approach to runway 26. The pilot accepted and was cleared direct to CIGOR, the initial approach fix for the RNAV 26 approach. Over the next 3 minutes, the pilot attempted to program the route, saying “I can’t get [nothing] on this thing that I want.” He asked the controller and then the passenger to clarify the fix name (CIGOR or CIBAG); the passenger thought it was CIGOR.
At 1355, the controller asked if they were proceeding direct to CIGOR because the airplane was still on a southwesterly track. The pilot responded “roger,” and the controller cleared him to cross CIGOR at or above 1,900 ft msl and cleared for the runway 26 RNAV approach. The pilot read back correctly, but then the passenger suggested getting the controller to spell CIGOR. The pilot continued programming, deleting, and activating waypoints. At 1356:14, vertical speed mode engaged again, and the airplane descended to 1,800 ft at 1357:33. During descent, engine torque was reduced slightly. After capturing altitude, airspeed began decreasing at about 1 knot per second, pitch gradually increased, and angle of attack slowly rose.
At 1358, the controller issued a heading to CIGOR but then noted the airplane was “correcting now.” At 1358:46, the controller called with the local altimeter setting (the airplane was at 1,700 ft msl, but instructed to maintain 1,900 ft). The pilot read back correctly—his last transmission. At 1358:56, the altimeter setting changed from 29.98 inHg to 29.96 inHg. Pitch increased to 10° nose up, airspeed decayed to 109 knots. At 1359:12, a “stall” alert sounded, the stick shaker activated, and the autopilot disengaged. Airspeed reached a low of 93 knots. At 1359:13, engine torque increased, correlated with a sound of increasing power. The autopilot disconnect warning sounded continuously from 1359:15 until the end of the recording. The pilot made comments about the navigation system: “what are we doin’,” “it’ll navigate,” and “activate vectors.” At 1359:40, the passenger said, “we’re sideways.” Following the stick shaker, at 1359:50, engine power increased to nearly full, the stall alert sounded 8 times, airspeed decayed to 83 knots, pitch increased to 31.7°, and the stick shaker and pusher activated again. At 1401:21, a sink rate alert sounded, and the terrain avoidance warning announced “pull up” and “speed” before the recording ended at 1401:29. In the final moments, the airplane rolled to a bank of more than 90° to the right and pitched more than 50° nose down.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane multiengine land, airplane single-engine land, and instrument airplane. He also held a ground instructor certificate and a mechanic certificate with airframe and powerplant ratings. His most recent second-class medical certificate was issued June 28, 2021, at which time he reported 3,000 total hours of flight experience.
The passenger in the right cockpit seat held a student pilot certificate and a third-class medical certificate issued July 6, 2021, reporting 20 hours of flight experience.
Aircraft Information
The airplane was equipped with an automatic flight control system. According to the airplane flight manual, autopilot disengagement could be normal or abnormal. Stick shaker activation disengaged the autopilot. The wings level stall speed at maximum takeoff weight with flight idle power was 95 knots with 0° flaps in non-icing conditions.
Wreckage and Impact Information
The airplane impacted the Atlantic Ocean and was located by the US Coast Guard 3 miles offshore in about 60 ft of water about 5 hours after the accident. Portions of the wreckage were recovered. Examination revealed overload separation of the main wing spar. The engine was impact-separated; the propeller hub and two blades were not recovered. No evidence of fire was found.
Meteorological Information
Weather at the departure airport around departure: wind 360° at 10 knots gusting 15, visibility 10 miles, overcast ceiling 2,100 ft agl, temperature 6°C, dewpoint 3°C, altimeter 29.93 inHg. At the destination airport at 1258: wind 020° at 10 knots gusting 20, visibility 7 miles, light rain, overcast 1,000 ft agl, temperature 8°C, dewpoint 6°C, altimeter 29.96 inHg. At 1358: wind 020° at 13 knots gusting 18, visibility 10 miles, light rain, overcast 900 ft agl, temperature 7°C, dewpoint 6°C, altimeter 29.93 inHg, with remarks including variable ceiling between 600 and 1,200 ft agl and trace ice accretion since 1258. A text AIRMET SIERRA for IFR conditions was valid for the accident site at the accident time. The pilot did not obtain a preflight briefing from Leidos Flight Services; a ForeFlight account associated with the airplane viewed airport information on February 12-13, 2022.
Flight Recorders
The airplane was equipped with an L-3 Lightweight Data Recorder providing flight data and cockpit voice recording. Two hours of voice data and parametric data from 36 flights were recovered.
Medical and Pathological Information
The commercial pilot held a second-class medical certificate with special issuance for mantle cell lymphoma in remission. He reported taking acyclovir and rituximab. His most recent oncologist visit on December 10, 2021 reported he was doing well. He had a back injury in August 2021 and received steroid injections; he reported using oxycodone for pain and was prescribed non-steroidal anti-inflammatory medications. He tested positive for COVID-19 in January 2022 and reported receiving a monoclonal antibody infusion and a five-day course of hydroxychloroquine and ivermectin in early February 2022. No autopsy or toxicology results were available. The passenger held a third-class medical certificate without limitations, reported no medications or medical conditions; no autopsy or toxicology results were available.