History of Flight
On July 29, 2015, about 1810 central daylight time, a Socata TBM 700 single-engine turboprop airplane, registration N425KJ, collided with terrain following a loss of control during a go-around at Lawrence J. Timmerman Airport (MWC), Milwaukee, Wisconsin. The airline transport pilot and his passenger were fatally injured, and the airplane was destroyed. The airplane was registered to Trustey Management Corporation and operated by the pilot under 14 Code of Federal Regulations Part 91 on an instrument flight rules flight plan. Day visual meteorological conditions prevailed for the cross-country flight that departed Beverly Municipal Airport, Beverly, Massachusetts, at 1552 eastern daylight time, with a destination of MWC.
According to Federal Aviation Administration (FAA) air traffic control (ATC) data, the flight was cleared for a visual approach to runway 33R. At 1808:12, while on a 2.5-mile final approach, the pilot asked the tower controller for wind conditions. The controller reported wind from 230° at 10 knots. The pilot responded with a clarifying question, and the controller confirmed.
The tower controller reported that he visually acquired the airplane when it was on a 3-mile final approach and noted the landing gear appeared extended. The airplane landed within the touchdown zone, but the controller heard a squealing noise that continued longer than typical. At 1809:56, shortly after touchdown, the pilot transmitted "go-around." The controller cleared the pilot to enter a left traffic pattern. The controller stated he heard engine acceleration while the airplane maintained a level attitude over the runway until passing midfield, then saw the airplane pitch up and enter a climbing left turn. The airplane appeared to "stall" during the turn before descending in a left-wing-down attitude.
A witness reported seeing the airplane with gear extended in a steep left turn before descending, maintaining the steep bank throughout the final descent, with a final descent path about 45° below level. Shortly after losing sight, the witness heard impact and saw a large explosion.
Personnel Information
According to FAA records, the 53-year-old pilot held an airline transport pilot certificate with single-engine land, multi-engine land, and instrument airplane ratings. The single-engine land rating was limited to commercial privileges. He was type-rated for Bombardier Challenger 300 and Embraer Phenom 300. His most recent FAA third-class medical certificate was issued on June 13, 2014, with no restrictions. On that application, he reported 1,594 total flight hours, with 112 hours in the previous 6 months.
His logbook showed a final entry dated July 20, 2015, with 1,875.1 total hours, including 1,656.5 as pilot-in-command, 1,363 hours in single-engine airplanes, and 512.1 hours in multi-engine airplanes. He flew 268.1 hours in the previous year, 152.7 hours in 6 months, 64.4 hours in 90 days, and 16.2 hours in the last month. The 3.3-hour accident flight was his only flight within 24 hours. He had 721.1 hours in the accident airplane make/model. His last flight review and instrument proficiency check were on November 16, 2014.
Aircraft Information
The airplane was a 2009 Socata TBM 700, serial number 518, of conventional aluminum construction with retractable tricycle landing gear and a pressurized cabin seating six. It was powered by an 850 shaft-horsepower Pratt & Whitney Canada PT6A-66D turboprop engine, serial number PCE-RV0179, driving a four-blade Hartzell constant-speed, full-feathering propeller. The airplane was approved for instrument and known icing operations, with a maximum takeoff weight of 7,394 pounds. It received a standard airworthiness certificate on December 2, 2009, and was purchased by Trustey Management Corporation on December 16, 2009.
Maintenance records showed the airplane was maintained under an approved manufacturer inspection program. The most recent phase inspection was on December 29, 2014, at 656.7 hours total airframe time. The recording hour meter was destroyed in the postimpact fire. No unresolved airworthiness issues were noted. The airplane had two wing fuel tanks with total capacity of 301 gallons (292 usable). Fuel was topped off before the flight.
Meteorological Information
At 1745, the MWC automated surface observing system reported wind from 270° at 14 knots, clear sky, 10 miles visibility, temperature 29°C, dew point 6°C, and altimeter 29.93 inches of mercury. At 1808, the tower controller reported wind from 230° at 10 knots.
Wreckage and Impact Information
Examination of runway 33R revealed 22 propeller strike marks over 25 feet 7 inches, beginning about 1,384 feet from the threshold (215 feet past the touchdown zone), slightly right of centerline. Small asphalt pieces were adjacent. The main wreckage was in an open field west of the airport. Initial impact was a ground depression with red lens material from the left wing navigation light. A burnt area preceded the main wreckage, oriented on a 180° heading, measuring about 141 feet. The propeller, nose landing gear, right flap, and left aileron were found along the debris path.
The main wreckage, comprising fuselage, empennage, both wings, and engine, was oriented north. Most of the fuselage, cockpit, cabin, and left wing were consumed by postimpact fire. The Garmin G1000 avionics and nonvolatile memory were destroyed. Flight control continuity could not be established due to damage. The landing gear selector was in the "DOWN" position, and all three landing gear were fully extended at impact. No flat spots were found on the nose and right main tires; left main tire was mostly consumed. The flaps were extended to 34°, consistent with a normal landing configuration.
The propeller assembly and forward reduction gearbox had separated from the engine. All four blades exhibited S-shaped bends, tip curls, chordwise scratching, and leading edge damage. The propeller shaft fractured in torsional overload. The compressor turbine disc and blades showed rotational scoring. Engine oil filter and magnetic chip detectors showed no significant particulate contamination. Damage indicated the engine was operating at medium to high power at final impact.
Additional Information
The National Transportation Safety Board (NTSB) Safety Alert No. SA-019, "Prevent Aerodynamic Stalls at Low Altitude," notes that many aerodynamic stalls occur in visual conditions when pilots become distracted, such as while maneuvering in the traffic pattern, during an emergency, or when fixating on ground objects. It states that reducing angle-of-attack by lowering the nose at the first stall indication is the most important immediate response for stall avoidance and recovery.
Communications: A review of ATC information indicated normal services and handling. Transcripts are included in the investigation docket.
Medical and Pathological Information: An autopsy by the Milwaukee County Medical Examiner's Office attributed the pilot's cause of death to thermal injuries and inhalation of combustion products during the postaccident fire, with multiple blunt-force injuries also noted. The FAA's Bioaeronautical Sciences Research Laboratory identified 23% carbon monoxide and 1.3 ug/ml cyanide in blood, no ethanol, and ibuprofen in urine.