Raytheon Aircraft Company C90A accident near Salt Lake City, Utah, December 19, 2004
On December 19, 2004 at about 1:55 am local time, a Raytheon Aircraft Company C90A, registered N55EP, was substantially damaged in an accident near Salt Lake City, Utah (Salt Lake City Intl airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's failure to obtain/maintain a proper climb rate and the pilot's premature initiation of the turn (low altitude flight maneuver). Contributing factors include the pilot's improper in-flight planning and decision making, the low altitude, the fog, and the weather antenna.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 19, 2004 · about 1:55 am local time · cases in 2004
- Place
- Salt Lake City, Utah · Salt Lake City Intl · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Raytheon Aircraft Company C90A
- Registration
- N55EP · registry record · serial LJ1520
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated the taxi, takeoff roll, and rotation were normal. The pilot maintained runway heading until visual contact with the ground was lost, at which time a left turn to the assigned heading of 240 degrees was initiated. The pilot stated that while in the left turn, an Enhanced Ground Proximity Warning System warning of sink rate was received. A review of the instrument panel revealed a "climbing left turn" on the left instrument panel and a "descending left turn" on the right instrument panel. The pilot stated that he saw a red light and "immediately pulled hard up" at which time, the airplane struck a weather station antenna. The pilot added full power, leveled the wings and initiated a positive rate of climb, cross referencing both instrument panels until he was clear of the clouds. According to the FAA, the weather station antenna was located approximately 200 feet west of the departure runway, south of the Sierra taxiway, and west of the Romeo taxiway. The antenna measured 40 feet above ground level with a 4 foot lightening arrest rod attached at the top of the antenna. The FAA reported that the airplane impacted the antenna at a 30 foot level. The pilot and co pilot pitot instrument systems were removed from the airplane for bench testing. The test indicated that the systems did not leak and were in compliance with FAR 91.411. An examination of the remaining airplane systems, conducted by the FAA, revealed no anomalies. According to the aviation routine weather report taken at 1856, the weather was reported as visibility, 1/4 statute mile, freezing fog; sky condition, overcast 200 feet agl; temperature, minus 03 degrees Celsius (C), dewpoint, minus 04 degrees C.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,046 hours in all; 1,414 in this make and model; 102 in the last 90 days; 22 in the last 30 days; 2,977 as pilot in command; 53 on instruments
- Last flight review: December 9, 2004
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 1,909.8 hours
- Last inspection: approved inspection programme, December 14, 2004; 7 hours since
- Maximum gross weight: 10,100 lb
- Seats: 8
- Landing gear: retractable
- Engine 1: Pratt & Whitney PT6-21 (turboprop); 0 hours total
- Engine 2: Pratt & Whitney PT6-21 (turboprop); 0 hours total
The flight
- Departed from: SLC Salt Lake City UT at 1:55 am
- Destination: VGT Las Vegas NV
- Flight plan: IFR
- Runway 35, 9,596 ft by 150 ft
Weather at the time
- Light: night
- Wind: from 130° at 4 knots
- Visibility: 0.2 statute miles
- Sky: overcast at 200 ft; ovct at 200 ft
- Temperature: 27°F (-3°C), dew point 25°F (-4°C)
- Altimeter: 30.56 inHg
- Observation at 1:56 am from SLC, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Connections how this case links to the rest of the register
- N55EP on the register today · the tail number may have moved to another aircraft since
- Raytheon Aircraft Company 2,138 aircraft on the register
- Engine: Pratt & Whitney PT6-21 2 aircraft carry this series today · as the NTSB recorded it
- Engine: Pratt & Whitney PT6-21 2 aircraft carry this series today · as the NTSB recorded it
- Salt Lake City International · nearest airport
- North Las Vegas Airport · bound for
- Accidents and incidents in Utah 1,440 since 1982 · 263 in the last ten years
- Utah 8,356 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/DEN05LA039.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.