History of Flight
On October 3, 2019, about 0858 eastern daylight time, a Socata TBM 700 C2, N700AQ, was substantially damaged during an accident near Lansing, Michigan. The commercial pilot and four passengers were fatally injured; one passenger sustained serious injuries. The flight operated under Title 14 Code of Federal Regulations Part 91 on an instrument flight rules (IFR) flight plan.
According to Federal Aviation Administration (FAA) automatic dependent surveillance-broadcast (ADS-B) data, the flight departed runway 19 at Indy South Greenwood Airport (HFY), Greenwood, Indiana, about 0800. It turned northeast toward MAREO intersection, then north toward Capital Region International Airport (LAN), Lansing, Michigan. The airplane climbed to flight level 190 (19,000 ft pressure altitude). At 0834:24, it entered a cruise descent and was progressively cleared down to 3,000 ft mean sea level (msl). Air traffic control provided radar vectors to join the localizer for the instrument landing system (ILS) runway 10R approach at LAN. The published inbound course was 96° magnetic, the final approach fix (FAMLI) crossing altitude was 2,367 ft msl, the distance from FAMLI to the threshold was 4.5 miles, and the decision altitude was 1,061 ft msl (200 ft above ground level).
At 0853:03, the approach controller instructed the pilot to turn right heading 070, maintain 3,000 ft until established, and cleared the ILS 10R approach. The pilot acknowledged. ADS-B data showed the airplane entered a right turn and joined the localizer inbound. At 0854:27, the approach controller told the pilot to contact Lansing tower. The pilot contacted tower at 0854:36, reporting established on the ILS. The tower controller cleared the airplane to land at 0854:39, noting calm winds. The pilot acknowledged. No further communications from the pilot were recorded.
At 0855:29, the airplane crossed FAMLI at 2,303 ft msl and continued descending on the glideslope. Its calibrated airspeed was 166 knots. Between 0855:29 and 0857:45, the airplane decelerated from 166 to 74 knots. At 0857:06, about 1.3 miles from the threshold at 1,250 ft msl (about 400 ft above runway elevation), the airplane was established on the localizer. At 0857:37, 0.5 miles from the threshold at 1,047 ft msl (about 180 ft above runway elevation) and 84 knots, it entered a shallow climb and left turn away from the runway heading. Between 0857:37 and 0857:45, it climbed to 1,059 ft msl and decelerated to 74 knots. The final ADS-B datapoint at 0857:45 was about 315 ft north of the localizer centerline and 0.35 miles west of the runway 10R threshold, about 475 ft southwest of the initial impact point.
Personnel Information
The pilot received his commercial pilot certificate on May 8, 2019. His last instrument proficiency check was completed in a Redbird SR22 simulator on September 12, 2019. He completed the SIMCOM TBM 700 initial course on September 30, 2018. According to his logbook, he had flown 76.4 hours in Socata TBM 700 airplanes and 9.8 hours in TBM 850 airplanes, all within the year before the accident.
Aircraft Information
The airplane had a total fuel capacity of 290.6 gallons (281.6 gallons usable). Available fueling and historical flight information indicated about 202 gallons (1,374 lbs) of fuel onboard before departure. Based on historical fuel consumption, about 70 gallons (476 lbs) were used during the 58-minute flight.
According to the weight-and-balance record dated May 24, 2017, the airplane had an empty weight of 4,674.28 lbs and a useful load of 2,719.92 lbs. The empty weight center of gravity (CG) was 187.17 inches aft of the datum. At maximum takeoff weight (7,394 lbs), forward and aft CG limits were 187 and 193.65 inches, respectively.
Calculated takeoff weight and CG were 7,626.28 lbs and 196.18 inches. The airplane was about 232 lbs over maximum takeoff weight and about 2.53 inches past the aft CG limit. Estimated weight and CG at impact were 7,150.28 lbs and 196.60 inches. At impact, the airplane was about 126 lbs over maximum landing weight and 2.95 inches past the aft CG limit.
Per the Socata TBM 700 C2 Pilot Operating Handbook, Supplement No. 41, aerodynamic stall speeds at maximum takeoff weight with landing gear and flaps extended for landing is 65 knots; for takeoff, 77 knots; and with gear and flaps retracted, 83 knots. The approach speed with flaps in landing position is 85 knots. The manufacturer calculated stall speeds for the accident weight and CG: about 62 knots with gear and flaps extended for landing, 74 knots for takeoff, and 79 knots retracted.
Wreckage and Impact Information
The accident site was an open grass field about 0.3 miles west-northwest of the runway 10R threshold. The initial impact point was a large depressed grass area preceding a 135-ft-long ground scar oriented on a 060° bearing. The initial impact area measured 42 ft wide, consistent with the airplane's wingspan. Lower VHF antenna, left main landing gear door, and several flap track fairings were found along the debris path.
The main wreckage consisted of the entire airplane. Both wings and the empennage remained attached. All flight control surfaces were attached to their hinges. Flight control continuity for the elevator, rudder, and right aileron was confirmed. Continuity to the left aileron could not be established due to impact damage; observed cable separations were consistent with overstress. Spoilers were retracted and connected. Rudder and elevator trim surfaces were neutral.
The flap selector was in the up and locked position. Flap actuator jack screws were about halfway between takeoff and landing positions. The landing gear selector was in the gear-up position. Left main and nose gear were fully retracted and on uplocks. The right main gear was retracted but not secured by its uplock.
The throttle was in flight idle, propeller lever full forward, condition lever full forward. Fuel manual override was closed and gated. Fuel system switch on AUTO, using left tank. Both fuel tanks ruptured; strong odor of Jet A fuel present.
The engine remained attached to its mounts. The propeller shaft and reduction gearbox housing were completely fractured forward of the 2nd stage reduction gears. Oil was found on the cowling, windscreen, and extending 20 ft forward. Compressive impact damage to the exhaust case. Engine control continuity was established. The compressor rotor turned freely with no anomalies. Fuel filter bowl was half full, with clear fuel. Magnetic chip detectors were free of metallic particles. Minor foreign object debris was found on compressor blades.
The compressor turbine and power turbine were intact with all blades present. Rotational contact signatures were observed. Propeller assembly remained attached to the shaft. One blade bent forward, three aft. All blades had chordwise scoring and paint discoloration. The spinner dome was dented. Pitch change rod in feathered position. Three blades could be rotated by hand; one had been forcefully rotated beyond reverse stop, two in low-pitch, one feathered. Beta ring intact.
Postaccident examination found no anomalies that would have precluded normal operation.
Additional Information
According to the FAA Aircraft Weight and Balance Handbook, if the CG is within limits, the airplane has adequate longitudinal stability and control. An aft CG beyond limits can make the airplane unstable and difficult to recover from an aerodynamic stall.
Propeller manufacturer provided thrust-required estimates indicating the engine was running and capable of generating thrust. Average estimated thrust over the final 11 ADS-B data points was 412 lbs. Average flight condition: about 1,050 ft pressure altitude and 82 knots true airspeed. Assuming 2,000 RPM, engine power required was about 170 horsepower (24% torque) at about 15.6° propeller blade angle.
In February 2014, the French Bureau d’Enquêtes et d’Analyses (BEA) published a study of loss of control accidents involving Socata TBM 700 airplanes. Of 36 accidents reviewed, 6 involved loss of control and left roll during final approach. In several, the airplane deviated left of the intended flight path shortly before impact. The accidents generally involved low airspeed in landing configuration combined with a rapid thrust increase. The study highlighted a left rolling tendency during go-arounds at airspeeds at or above 70 knots from fully reduced or 20% torque, with the tendency becoming pronounced below 70 knots. A demonstration flight showed that without corrective rudder after rapid thrust application, the airplane tended to roll left during an aerodynamic stall. The study noted that left roll during stall is a recognized phenomenon for single-engine airplanes and that the TBM 700 design complied with federal regulations limiting left roll. It suggested additional pilot training at slow airspeeds could be beneficial.