N978AF

HISTORY OF FLIGHTOn January 6, 2016, about 0835 eastern standard time, a Pilatus PC-12/47E, N978AF, collided with a ditch during a precautionary landing after takeoff from Savannah/Hilton Head International Airport (SAV), Savannah, Georgia. The pilot and copilot sustained minor injuries, and the airplane was substantially damaged. The airplane was registered to Upper Deck Holdings, Inc. and was being operated by PlaneSense, Inc,. as a Title 14 Code of Federal Regulations Part 91 positioning flight. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight to Blue Grass Airport (LEX), Lexington, Kentucky.

The pilot in the left seat was the pilot monitoring and the copilot in the right seat was the pilot flying. The crew had the full length of the runway 1 available (7,002 ft) for takeoff. The pilots reported that the acceleration and takeoff was normal and after establishing a positive rate of climb, the crew received an auditory annunciation and a red crew alerting system (CAS) torque warning. The engine torque indicated 5.3 pounds per square inch (psi); the nominal torque value for the conditions that day was reported by the crew to be 43.3 psi. With about 2,700 ft of runway remaining while at an altitude of 200 ft msl, the copilot elected to land immediately; the copilot pushed the nose down and executed a 90° left descending turn and subsequently landed in the grass. Although he applied "hard" braking in an attempt to stop, the airplane impacted a drainage ditch, resulting in substantial impact damage and a postimpact fire.

The pilot reported that, after takeoff, he observed a low torque CAS message and the copilot told him to "declare an emergency and run the checklist." The pilot confirmed that the landing gear were extended and the copilot turned the airplane to the left toward open ground between the runways and the terminal. About 60 seconds elapsed from the start of the takeoff roll until the accident.

The airport was equipped with security cameras that captured the airplane from its initial climb through the landing and collision. One camera, pointed toward the west-southwest, recorded the airplane's left descending turn and its landing in the grass, followed by impact and smoke. A second camera, mounted on the control tower, pointed toward the southeast and showed the airplane during the initial climb before it leveled off and entered a descending left turn; it also showed the airplane land and roll through the grass before colliding with the ditch. PERSONNEL INFORMATIONA review of Federal Aviation Administration (FAA) airman records revealed that the pilot held an airline transport pilot certificate with airplane single- and multi-engine land ratings. His most recent FAA first-class airman medical certificate was issued on November 19, 2015. He reported 23,141 total hours of flight experience with 534 hours in the accident airplane make and model at the time of the accident. He reported 154 hours and 35 hours of flight experience in the 90 days and 30 days before the accident, respectively. His most recent flight review was completed on September 14, 2015, in the PC-12.

The copilot held an airline transport pilot certificate with airplane single- and multi-engine land ratings. He held instructor ratings for airplane single engine, airplane multi-engine, and instrument airplane. His most recent FAA second-class medical certificate was issued on January 16, 2015. He reported 7,900 total hours of flight experience at the time of the accident, and 5,100 hours in the accident airplane make and model. He reported 168 hours and 37 hours of flight experience in the 90 days and 30 days before the accident, respectively. His most recent flight review was completed on September 14, 2015, in the PC-12. AIRCRAFT INFORMATIONAccording to FAA records, the low wing, T-tail, retractable-gear airplane was powered by a Pratt & Whitney Canada PT6A-67P, 1,200 shaft horsepower turboprop engine equipped with a Hartzell, four-bladed, hydraulically-actuated, constant-speed propeller assembly. The airplane was issued a normal category airworthiness certificate on December 19, 2008.

Maintenance records indicated that the airplane's most recent Approved Aircraft Inspection Program (AAIP) inspection was conducted on December 31, 2015, at an airframe total time of 4,189 hours and engine total time of 4,189 hours, with 3,976 cycles since new.

According to the operator, the airplane's estimated takeoff weight at the time of the accident was 9,100 lbs, which was 1,350 lbs below its maximum gross weight of 10,450 lbs. Takeoff distance performance calculations from the pilots operating handbook (POH) indicated that the runway required to safely take off and climb over a 50 ft obstacle using 15° of flaps at this weight was 2,000 ft; the runway being used was 7,002 ft long and according to the aircraft condition monitoring system (ACMS) data, the airplane rotated for takeoff about 2,100 ft down the runway.

According to the POH, red CAS warning messages required immediate corrective action by the pilot and amber caution messages required the pilot's attention, but not an immediate action. Whenever a red or amber message illuminated, the master warning or caution lamp would illuminate. A continuous chime would sound with red messages. A single chime would sound with all amber messages.

The torque and engine temperature indications in the cockpit were depicted with pointer-type display gauges and digital values (see figure 1). During normal operations, all digital values were displayed in white against a black background. The torque analog scale range was from 0 to 55 psi and the digital scale range was from 0 to 70 psi. Two white torque tick marks were on the analog scale at 15 psi and 25 psi. An amber tick mark at 36.95 psi indicated maximum climb/cruise torque, and a red tick mark at 44.34 psi indicated maximum continuous torque. A green arc on the torque gauge from 0 psi to the amber tick mark indicated normal operating torque range and beyond the amber tick mark, the gray arc is the maximum torque range. hen the excessive torque warning occurred, the digital indicator and pointer were displayed in red with the associated CAS message. There were no associated CAS messages for low torque values, only high torque exceedances activated a CAS caution or warning.

Figure 1. Primary Flight Display (PFD) and engine instruments window showing torque conditions examples.

The POH section 3, Emergency Procedures, Section 3.6.4, outlined the procedures for an engine torque CAS warning or caution:

1. TORQUE – Check torque indication

2. If torque above 44.3 psi, reduce power

If torque CAS warning or caution remains,

3. Aircraft – Land as soon as possible, using minimum power. If possible always retain glide capability, to the selected landing airfield, in case of total engine failure

The POH defined "Land as soon as possible" as landing without delay at the nearest airport where a safe approach and landing could be reasonably assured. METEOROLOGICAL INFORMATIONAt 0853, the reported weather at SAV included wind from 020° at 9 knots, 10 statute miles visibility, broken clouds at 4,300 ft, temperature 1°C, dew point -7°C, and an altimeter setting of 30.46 inches of mercury. AIRPORT INFORMATIONAccording to FAA records, the low wing, T-tail, retractable-gear airplane was powered by a Pratt & Whitney Canada PT6A-67P, 1,200 shaft horsepower turboprop engine equipped with a Hartzell, four-bladed, hydraulically-actuated, constant-speed propeller assembly. The airplane was issued a normal category airworthiness certificate on December 19, 2008.

Maintenance records indicated that the airplane's most recent Approved Aircraft Inspection Program (AAIP) inspection was conducted on December 31, 2015, at an airframe total time of 4,189 hours and engine total time of 4,189 hours, with 3,976 cycles since new.

According to the operator, the airplane's estimated takeoff weight at the time of the accident was 9,100 lbs, which was 1,350 lbs below its maximum gross weight of 10,450 lbs. Takeoff distance performance calculations from the pilots operating handbook (POH) indicated that the runway required to safely take off and climb over a 50 ft obstacle using 15° of flaps at this weight was 2,000 ft; the runway being used was 7,002 ft long and according to the aircraft condition monitoring system (ACMS) data, the airplane rotated for takeoff about 2,100 ft down the runway.

According to the POH, red CAS warning messages required immediate corrective action by the pilot and amber caution messages required the pilot's attention, but not an immediate action. Whenever a red or amber message illuminated, the master warning or caution lamp would illuminate. A continuous chime would sound with red messages. A single chime would sound with all amber messages.

The torque and engine temperature indications in the cockpit were depicted with pointer-type display gauges and digital values (see figure 1). During normal operations, all digital values were displayed in white against a black background. The torque analog scale range was from 0 to 55 psi and the digital scale range was from 0 to 70 psi. Two white torque tick marks were on the analog scale at 15 psi and 25 psi. An amber tick mark at 36.95 psi indicated maximum climb/cruise torque, and a red tick mark at 44.34 psi indicated maximum continuous torque. A green arc on the torque gauge from 0 psi to the amber tick mark indicated normal operating torque range and beyond the amber tick mark, the gray arc is the maximum torque range. hen the excessive torque warning occurred, the digital indicator and pointer were displayed in red with the associated CAS message. There were no associated CAS messages for low torque values, only high torque exceedances activated a CAS caution or warning.

Figure 1. Primary Flight Display (PFD) and engine instruments windo...