Sunday, May 21, 2017

Beechcraft C99 Commuter, N6199D, registered to UAS Transervices Inc and operated by Ameriflight: Accident occurred June 30, 2015 at Salt Lake City International Airport Salt (KSLC), Utah

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah
Textron Aviation; Wichita, Kansas
Ameriflight LLC; Dallas-Fort Worth, Texas

Investigation Docket - National Transportation Safety Board:

Aviation Accident Factual Report - National Transportation Safety Board:

NTSB Identification: WPR15LA203
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Tuesday, June 30, 2015 in Salt Lake City, UT
Aircraft: BEECH C 99, registration: N6199D
Injuries: 2 Uninjured.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.


On June 30, 2015, about 0800 mountain daylight time, the pilots of a Beech C-99, N6199D, aborted takeoff at the Salt Lake City International Airport (SLC), Salt Lake City, Utah after experiencing a flight control malfunction shortly after liftoff. The two commercial pilots were uninjured and the airplane sustained substantial damage to the left wing. The airplane was registered to UAS Transervices Inc and operated by Ameriflight under the provisions of 14 Code of Federal Regulations Part 135. Visual meteorological conditions prevailed for the flight which operated on an instrument flight rules flight plan. 

The pilots reported that after a normal start and taxi the airplane was cleared to takeoff. The airplane rolled down the runway and the pilot in command (PIC) rotated the airplane about 100 knots. Immediately, the airplane yawed to the right and the right rudder pedal was at the floor. The copilot did not note anything abnormal with the engines and instruments. Both pilots applied pressure to the left rudder pedal, however, the pedal barely moved. The PIC then manipulated the rudder trim, however, that also did not reduce the right yaw. He jockeyed the throttles and attempted to land the airplane back onto the runway. The airplane touched down onto the left side of the runway and the airplane remained difficult to control; the left landing gear collapsed and the airplane slid to a stop on its left wing. 


Pilot in Command (PIC)

The PIC held a commercial pilot certificate for airplane single- and multi-engine land with an instrument rating. The pilot also held an instructor certificate for airplane single- and multi- engine land. The pilot's most recent second-class airman medical certificate was issued on April 7, 2015 with the limitation that he must wear corrective lenses. At the time of the accident, the pilot had accumulated about 1,458 total flight hours, of which 151 hours were in the accident airplane make and model. 

The pilot had been employed by the company since April 13, 2015 and was checked off to fly as a first pilot on May 15, 2015. 


The copilot held a commercial pilot certificate for airplane single- and multi-engine land with instrument rating. The pilot's most recent first-class airman medical certificate was issued January 22, 2015 with no limitations. At the time of the accident the pilot had accumulated about 952 total flight hours, of which 718 hours were in the accident airplane make and model. 

The pilot was a part of a program where he is designated to fly about 750 hours with the operator to gain experience before he transitioned to a foreign airline. 


The two-seat, low-wing, retractable gear airplane, serial number U169, was manufactured in 1981. It was powered by two Pratt & Whitney PT6A 715 horsepower engines, and was equipped with Hartzell HC-B3TN-3B controllable pitch propellers. Review of the maintenance logbook records revealed the airplane's most recent maintenance was a routine examination that occurred on June 28, 2015, at an airframe total time of 31,957.2 hours. The accident flight was the first flight after maintenance. 

The airplane's most recent maintenance was an "Event III and Routine Inspection," performed in accordance with the Ameriflight approved aircraft inspection program. During the inspection, the rudder pedals were removed from the pedal arms and the arm bolt holes were inspected for elongations and wear. The rudder control system components were also inspected throughout. The rudder free play limit check was performed, and all flight controls and tabs were checked for freedom of operations. There were no system anomalies documented within the maintenance log. 


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 above ground level (agl) and 22,000 feet agl, temperature 28 degrees C, dewpoint 12 degrees C, and an altimeter setting of 30.07 inches of mercury. 


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 from the airplane; during the removal, it was noted that the cargo was secured in place and properly balanced. 


A postaccident examination of the airframe revealed that the rudder and rudder trim controls were properly rigged, and continuity was established. There was evidence of rubbing on the left rudder cable pulley located in the lower tail cone; however, there was no evidence of binding or jamming of the rudder control cables. Foreign object debris (FOD) was also noted underneath the fuselage floor; however, there was no evidence that the pieces interfered with the rudder control system. 

The rudder pedals were tested and it was harder to move the left rudder pedal than the right pedal. It was noted that there was damage to the nose wheel which kept the wheel slightly turned to the right. The nose steering disconnect motor was removed and tested; it operated normally. The left and right rudder pedals were manipulated a second time, both pedals required similar pressure to move and the neutral positions were near neutral.

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