DEN05LA039

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.

On December 18, 2004, approximately 1855 mountain standard time, a Raytheon Aircraft Company C90A, N55EP, owned and operated by Generation 2000 LLC, was substantially damaged when it struck a weather station antenna after departing from Salt Lake City International Airport (SLC), Salt Lake City, Utah. Night instrument meteorological conditions prevailed at the time of the accident. The business flight was being conducted under the provisions of Title 14 CFR Part 91on an instrument flight rules flight plan. The airline transport certificated pilot and private pilot certificated passenger reported no injuries. The cross-country flight was originating at the time of the accident, and was en route to Las Vegas, Nevada.

According to the accident report submitted by the pilot, the airplane was de-iced prior to departure due to frost on the wing surfaces. He taxied the airplane to runway 35 and was told to expect a "10 minute delay due to fog seeding." The pilot stated that the taxi, takeoff roll, and rotation were normal and that no ice was "visible from the cockpit [in] the aircraft." 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 EGPWS 9Enhanced Ground Proximity Warning System) "warning of sink rate was received." He reviewed the instrument panel and noted 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 outside of the airplane and "immediately pulled hard up" at which time, the airplane impacted the antenna. The pilot stated that he 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 airplane struck a weather station antenna after departing runway 35 at SLC. Subsequently, the pilot reported losing all instrumentation. The pilot climbed into visual meteorological conditions and was given vectors to Provo, Utah, where visual meteorological conditions existed. The airplane landed at Provo without further incident. Examination of the airplane revealed that an obstruction light was embedded in the right wing, inboard of the right engine. Two propeller blades on the right engine were bent, and the right horizontal stabilizer had a 5 to 6 inch laceration, starting at the leading edge of the stabilizer and continuing aft. The right wing was bent aft longitudinally at the wing root, and debris penetrated the fuselage skin aft of the wing along the right side of the airplane.

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 arrestor rod attached at the top of the antenna. The FAA reported that the airplane impacted the antenna at the 30 foot level.

The co pilot's pitot static-system, including the pitot tube, altimeter, airspeed indicator, and vertical speed indicator, and the airdata computer were removed from the airplane for bench testing. The test indicated that the system did not leak and complied with FAR 91.411. The pilot's pitot static system, excluding the altimeter, was tested as installed in the airplane. The test indicated that the system did not leak and complied with FAR 91.411. The altimeter was removed from the airplane and bench tested. It was in compliance with FAR 91.411. An examination of the remaining airplane systems, conducted by the FAA, revealed no anomalies.

According to the SLC METAR (aviation routine weather report) taken at 1856, the weather was reported as winds, 130 degrees at 4 knots; visibility, 1/4 statute mile, freezing fog; sky condition, overcast 200 feet agl; temperature, minus 03 degrees Celsius (C), dewpoint, minus 04 degrees C.; altimeter, 30.57 inches.