Beech C 99 accident near Spanish Fork, Utah, August 2, 2016
On August 2, 2016, a 1986 Beech C 99, registered N234AV, was substantially damaged in an accident during enroute (climb to cruise) near Spanish Fork, Utah. It was flown under charter and air-taxi rules (Part 135). 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
An in-flight collision with power lines.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 2, 2016
- Place
- Spanish Fork, Utah · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C 99 NO SERIES, built 1986 · all C 99s on the register
- Registration
- N234AV · no longer on the register · serial U-234
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot of the scheduled cargo flight reported that, during cruise flight about 8,000 ft indicated altitude, he heard a small impact noise and believed that the airplane was struck by a bird. There was no loss of directional control, change in control configuration, or impact shudder. He continued the flight and subsequently landed without further incident. After exiting the airplane, the pilot noticed that about 12 inches of the top of the vertical stabilizer was missing, and that there was substantial damage to the rudder. The separated top of the vertical stabilizer section was not recovered. The fracture surface of the upper section of the remaining vertical stabilizer was in a nearly horizontal plane. The skin was deformed adjacent to the fracture into curled rolls turning downward and aft. Some areas were crushed, consistent with the vertical stabilizer moving forward relative to another object. Sliding contact marks were observed at the leading edges, vertical spars, and deformed faces of the skin panel adjacent to the fracture. No evidence of any biological or manufactured foreign material transfer was observed associated with any of the fracture surfaces either visually or under optical magnification. Closer examination identified deposits of particles consistent with aluminum alloy 2024 and similar metallic element peaks. Other particles had spectra consistent with a low alloy steel, stainless steel, brass, and a nickel-base alloy with iron and chromium. The curling deformation to the skin and the deformation through the airplane structure was consistent with contact with a stationary object, such as a suspended cable. Given the diameter of the impact deformation and the materials found, it is likely that the airplane impacted overhead power transmission lines during a portion of the flight that was conducted at an altitude much lower than reported.
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
What happened, in order
- Miscellaneous/other during enroute (climb to cruise) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Pilot
- Environmental issues › Physical environment › Object/animal/substance › Wire › Effect on operation
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,434 hours in all; 177 in this make and model; 177 in the last 90 days; 24 in the last 30 days; 845 as pilot in command; 247 on instruments
- Last flight review: April 25, 2016
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 28,737.5 hours
- Last inspection: approved inspection programme, July 5, 2016; 34 hours since
- Maximum gross weight: 11,300 lb
- Seats: 2
- Landing gear: retractable
- Engine 1: Pratt & Whitney PT6A-36 (turboprop); 9,509 hours total
- Engine 2: Pratt & Whitney PT6A-60 (turboprop); 27,421 hours total
- Operator: Ameriflight INC
The flight
- Departed from: PUC Price UT
- Destination: SLC Salt Lake City UT
Weather at the time
- Light: daylight
- Wind: from 020° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 14,000 ft; scat at 12,000 ft
- Temperature: 88°F (31°C), dew point 46°F (8°C)
- Altimeter: 30.03 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on May 10, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Materials Laboratory Factual Report 17-004 | PDF, 10 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 3 | Accident Photos | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.