Pilatus PC-6/C-H2 accident near Vigo Park, Texas, August 28, 2003
On August 28, 2003 at about 10:00 pm local time, a Pilatus PC-6/C-H2, registered N394R, was destroyed in an accident near Vigo Park, Texas. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of propeller pitch control for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 28, 2003 · about 10:00 pm local time
- Place
- Vigo Park, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Pilatus PC-6/C-H2 · all PC-6/C-H2s on the register
- Registration
- N394R · no longer on the register · serial 599
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During cruise flight, the 33,000-hour pilot stated that the airplane encountered "extreme clear air turbulence followed by three jolts in rapid succession." He "heard a loud pop as he jerked the throttle to the flight idle position." As the airspeed was slowing, the pilot attempted to add power. The "throttle would not move from the flight idle position and the propeller went into BETA." The airplane pitched downward as the pilot continued to try and "push the throttle lever forward." The airplane established "a rate of descent in excess of 10,000 feet per minute at a near vertical attitude." The pilot initiated an evacuation of the airplane and deployed his parachute (the pilot was wearing a sport parachute during the flight). Subsequently, the airplane impacted terrain. During a post accident examination, no mechanical anomalies were noted on the airframe, propeller, or engine that could have caused the accident. The reason for the loss of propeller pitch control could not be determined.
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, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 33,000 hours in all; 10,004 in this make and model; 175 in the last 90 days; 20 in the last 30 days; 25,000 as pilot in command; 1,200 on instruments
- Last flight review: August 4, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 15,120.7 hours
- Last inspection: annual inspection, June 24, 2003
- Maximum gross weight: 4,850 lb
- Seats: 10
- Landing gear: fixed
- Engine: Allied Signal TPE331-1-101F (turboprop); 0 hours total
The flight
- Departed from: 76T Decatur TX at 8:30 pm
- Destination: DHT Dalhart TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 280° at 16 knots, gusting 24
- Visibility: 10 statute miles
- Sky: broken clouds at 11,000 ft
- Temperature: 84°F (29°C), dew point 57°F (14°C)
- Altimeter: 29.94 inHg
- Observation at 9:53 pm from AMA, 35 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
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 never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.