Introduction
A Socata TBM 700N1, registration M-VNTR, was involved in an accident on 15 October 2016 at Fairoaks Airport, Surrey. The aircraft was on a private flight from Ronaldsway Airport, Isle of Man, with one pilot and one passenger aboard.
Flight History
Before arrival, the pilot listened to the Farnborough ATIS broadcast reporting visibility of 4,000 m in mist. Visibility at Fairoaks was 4,500 m with few clouds at 4,000 ft and a surface wind of 3 kt from 240°. Runway 24 was in use with a left-hand circuit at 1,100 ft QNH. The pilot identified the airfield visually despite low-lying mist and joined a downwind leg closer to the runway than usual to maintain visual contact with the landing area. Pre-landing checks included lowering the landing gear and extending flaps to the takeoff position. The pilot planned a final approach speed of 90 kt, reducing to 80 kt with landing flaps.
Accident Sequence
During the turn from downwind onto final approach, the aircraft was slightly low. The pilot believed he selected landing flaps and saw airspeed just below 90 kt, prompting a power increase. The aircraft flew through the extended runway centreline, and the pilot increased bank angle to correct. He then recalls seeing only sky ahead, pushed forward on the control column, and attempted to correct the bank with aileron. The aircraft rolled rapidly in the opposite direction, and he applied another correction. He became aware of an approximately wings-level attitude with the ground approaching rapidly. Pulling back hard on the control column could not prevent the aircraft striking the ground. He did not recall hearing a stall warning or other audio warnings. Radar data showed the aircraft was 650 m from the threshold on downwind, then turned with a rate of about 5°/s initially, doubling to about 10°/s before the accident.
Rescue and Aftermath
The accident was witnessed by the Fairoaks FISO and airport fire and rescue crew. The standby response vehicle deployed to the site beyond the airfield boundary. The occupants were guided to safety and given first aid. No fire occurred, though the passenger saw flames from the engine exhaust. The civil emergency services took both occupants to hospital. The aircraft struck flat ground and slid about 85 m before coming to rest against a treeline about 500 m from Runway 24. The propeller was destroyed, landing gear legs detached, and a fuel tank ruptured.
Examination Findings
The aircraft's flap control lever was found set to the 'up' position, but technical examination indicated the flaps were at the 'takeoff' position at impact. The pilot thought he had selected landing flaps; the passenger considered he might have knocked the lever forward while exiting. The aircraft was not fitted with a flight data recorder, and the memory card from the avionics suite was missing. Radar data confirmed the close downwind and increasing turn rate. Stall speed calculations for the aircraft mass of 2,706 kg showed that at 40° bank with takeoff flaps, the stall speed was approximately 96 KIAS.
Analysis
The analysis, based on the source, noted no indications of defects or malfunctions. The final turn was commenced from a closer downwind position than usual, requiring a sustained moderate bank angle. Radar data indicated the initial turn had less bank than required, and the turn rate doubled later. The aircraft's departure from controlled flight was consistent with a stall.