On December 13, 2009, about 1738 Pacific standard time, an EADS Socata TBM-700 airplane, N850MT, was substantially damaged when it impacted terrain following an aborted landing near the Truckee-Tahoe Airport (TRK), Truckee, California. The airplane was registered to Tahoe Investments, Los Altos Hills, California, and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The instrument-rated private pilot and his passenger received minor injuries. Instrument meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed for the personal flight. The cross-country flight originated from the San Carlos Airport (SQL), San Carlos, California, at 1630, with an intended destination of TRK. In a written statement, the pilot reported that prior to the flight he obtained a weather briefing for the intended route of flight and destination. He also continuously checked the TRK weather prior to departure. He recalled that prior to departure the TRK weather indicated visibility greater than 7 miles, overcast clouds at 2,000 feet, wind calm, and that runway 19 was closed. During the flight, he monitored the weather conditions at TRK and decided to conduct the Global Positioning System (GPS) Runway 19 instrument approach with the intention of circling to a different runway. The pilot reported that the passenger saw the airport as they passed over it, but he could not see it and continued IFR flight.
As the pilot initiated the instrument approach, he continued to monitor the weather conditions at the airport and noted that the visibility had decreased to 7 miles. The pilot stated that during the approach he activated all of the airplane’s deicing equipment, as the airplane had “picked up some light rime ice.” The pilot was unsure at what altitude the airplane broke out of the clouds because the ground was visible throughout the approach. As the airplane approached the published missed approach point (MAP), the pilot established visual contact with the runway lighting for runway 28 and subsequently canceled his IFR clearance.
As the pilot entered a left downwind for runway 28, he noticed “the first part of [runway] 28 was covered in fog.” The pilot checked the reported weather conditions via the Automated Surface Observing System (ASOS) located at TRK and noted that the visibility was three-quarters of a mile with light snow. The pilot reported that there was at least 5,000 feet of clear runway and he decided to make a mid-field landing, just beyond the fog. Prior to touchdown the pilot decided that there was not enough runway to land, as the airplane was “too high and fast.” The pilot initiated a go-around by applying power, pitching up, and retracting the landing gear.
During the go-around the pilot reported that he “was totally focused outside the plane because of the clouds and mountains, but had no horizon reference in the dark.” He also stated that he heard an audible warning horn, which he thought was activated because he had failed to raise the landing flaps before retracting the gear. As the audible horn warning continued, the pilot observed that the airplane was not climbing; he then realized that the sound was the stall warning horn. The pilot stated that when he pitched the nose down, he immediately saw only snow and trees ahead. Not being able to climb over the trees, the airplane subsequently impacted trees and terrain about 0.5 miles northwest from the departure end of runway 28.
Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the airplane came to rest upright within a wooded snow covered field. The left and right wings were structurally damaged. The propeller assembly was separated from the engine and located adjacent to the main wreckage. A strong odor of jet fuel was also present at the accident site.
The pilot reported that there were no pre-existing mechanical problems with the engine or airframe.