N849MA

HISTORY OF FLIGHT

On June 3, 2008, at 1007 central daylight time, a Socata TBM-700 (850), N849MA, owned and piloted by a private pilot, received substantial damage on impact with terrain during initial climb from runway 30 (3,900 feet by 150 feet, concrete) at Iowa City Municipal Airport (IOW), Iowa City, Iowa. Visual meteorological conditions and convective activity prevailed at the time of the accident. The 14 CFR Part 91 Angel Flight Central, Inc. (Angel Flight) flight was operating on an instrument flight rules (IFR) flight plan. The pilot and one passenger received minor injuries, and the second passenger received fatal injuries. The flight originated from IOW at 1005 and was en route to Pryor Field Regional Airport, Decatur, Alabama.

The two passengers were a mother and her daughter who had flown to Iowa City, Iowa, from Thomasville, Georgia, for a scheduled medical procedure for the daughter. The mother stated that during the past three years she had used a scheduled air carrier once to fly with her daughter to Iowa City for her daughter’s medical treatments, and thereafter, flew on Angel Flights.

She learned of the Angel Flight program through a volunteer worker and that her daughter’s doctor had many national and international patients who used Angel Flight for transportation. She used Angel Flight for monetary and convenience reasons due to difficulties with flying on a scheduled air carrier, difficulties in security screening, and changes in medical treatment schedules, which other families had also encountered.

She visited the Angel Flight’s web site to research their program and pilot qualifications. She felt "very good" about Angel Flight pilot qualifications (Angel Flight requires pilots to have a minimum of 250 hours). She said that a pilot with 250 hours meant that a pilot had been in control of an airplane for that many hours. She did know the privileges associated with an instrument rating prior to flying on Angel Flights. She did not know how the pilot qualifications differ from those on commercial operations. She did understand that pilots involved in commercial operations have regulations that are more stringent, and large airplanes used by air carriers are more complex.

She was first introduced to the pilot over the telephone when he called her telling her that he would be the pilot for her Angel Flight and arranged a meeting time of 0915 at IOW. She stated that there were "some" storms on the morning on the day of the accident, but when she arrived at 0845, it was drizzling. When she saw the airplane land, she could tell that there was water on the runway because upon the airplane’s touchdown, water splashed up. She thought that a "big storm" was not present when the airplane arrived. She met the pilot and completed the Angel Flight paperwork (passengers are required to sign an Angel Flight Transportation Authorization, Liability Release and Indemnification Form prior to flight). The pilot went to the pilot’s room and checked the weather. The pilot told her that it was clear in Alabama and did not discuss the weather any further. After their baggage was loaded, they boarded the airplane and at that time it was not raining. The pilot called the pilot in Birmingham letting him know that they were taking off and what time to expect them.

She stated that during the taxi to runway 30, the pilot turned around and asked them if they were "good to go." The pilot gave the "thumbs up" and turned around. She was not wearing any headsets and did not hear any radio transmissions. The pilot performed an engine run-up and checks.

At 1503, N849MA called Cedar Rapids Approach for an IFR clearance to Decatur, Alabama, by radio, and an IFR clearance was issued; cleared as filed, maintain 10,000 feet. The final clearance altitude was flight level 290.

The pilot stated that during the takeoff roll, the airplane "swerved" to the left, "swerved" back to the right, and then "straightened" up again. She asked herself why the airplane was swerving and thought maybe it had something to do with the tires. The airplane then lifted off the runway, and "immediately" the airplane "tipped dramatically" to the left, like a banking turn. She did not remember seeing any flashing lights in the cockpit but remembered hearing a "buzzer" sound. The buzzer was first heard when they "tipped sideways." She added that in a "couple of seconds" after the airplane lifted off the runway, the airplane tipped to the left and she heard the buzzer. She remembered seeing through the window that the tail "went up." She then saw the ground coming towards them. The next thing she remembered was that she was pulled out of the airplane. She did not know how the emergency exit opened after the accident.

The IOW airport manager stated that he looked at the Automated Surface Observing System (ASOS) weather screen "shortly" before the airplane's takeoff. He recalled the ASOS showed the wind conditions were steady with winds of 25 knots gusting to 33 knots. He did not recall the wind direction and stated that the visual wind tee visible from the terminal building favored runway 12. He saw the airplane during its takeoff roll on runway 30. The takeoff appeared normal, but as the airplane reached the runway departure end, the airplane was about 100 feet above ground level. The airplane then "suddenly" went nose up and into the vertical direction. The airplane then began to roll with the nose rolling counter clockwise.

The pilot stated that he listened to the automated surface observing system and announced his taxi intentions to runway 30 on unicom. While taxiing to runway 30, he contacted Cedar Rapids Flight Service and obtained an IFR clearance. Before takeoff, he noticed the wind was "nearly the same as on landing," which was from 360 - 010 degrees and may have been 355 - 015 degrees at the time of takeoff. The first 2/3 of the takeoff was "normal," but he then "felt a wind change and gust that pushed the aircraft a little to the left." He "glanced" at the airspeed indicator, saw that it indicated a rotation speed of 85 knots, and rotated about 3,000 feet down the runway.

PERSONNEL INFORMATION

The pilot was issued a private pilot certificate with a single-engine land rating on September 23, 1975, and was issued an airplane instrument rating on January 1, 1997. He was issued a multiengine land rating on June 5, 1998, at total flight time of 531 hours. The pilot reported that at the time of the accident, he had an accumulated total flight time of 5,688 hours, of which 4,388 hours were in the accident airplane make and model, 145 hours were in the last 90 days, and 58.4 hours in the last 30 days.

The pilot completed his last flight review using a simulator at Simcom on April 26, 2008.

FAA records for the pilot show no record of previous accidents, incidents, or enforcement actions.

AIRCRAFT INFORMATION

The airplane was a 2007 TBM 700 (850), serial number 412, that accumulated a total time of 420.0 hours. The airplane was powered by a Pratt & Whitney of Canada, Ltd., PT6A-66D turboprop engine. The airplane was equipped with a four-bladed Hartzell HC-E4N-3 constant speed propeller.

The airplane was last inspected during a 100-hour inspection on May 27, 2008, at a total time of 418 hours.

The airplane Weight and Balance Report, dated July 25, 2007, lists the airplane maximum takeoff weight - 7,394.2 lbs, empty weight – 4668.976 lbs, center of gravity – 21.6 percent, basic index – 57.4. The pilot reported that approximately 275 gallons of Jet A was on board at the time of the departure. FAA records list the pilot weight as 215 lbs, and the Angel Flight Mission Itinerary lists the passenger weights as 140 lbs and 24 lbs with baggage weight listed as 50 lbs.

The TBM 850 Pilot's Operating Handbook (POH) lists takeoff ground roll distances and takeoff distances to clear a 50 foot obstacle for weights of 5,512 lbs, 6,579 lbs, and 7,394 lbs. Corrections to theses values include:

Reduce total distances of 10 percent every 10 knots of headwind

Increase total distances of 30 percent every 10 knots of rear wind

Increase by: 7 percent on hard sod, 10 percent on short grass, 15 percent on wet runway, 25 percent on high grass, 30 percent on slippery runway

At a takeoff weight of 5,512 lbs, the takeoff ground roll and distance to clear 50 feet above ground level (D50) at an international standard atmosphere and pressure altitude of 0 and 2000 feet are listed as:

Pressure altitude - 0 feet, ground roll - 1,017 feet, D50 - 1,591 feet

Pressure altitude - 2000 feet, ground roll - 1,132 feet, D50 - 1,772 feet

At a takeoff weight of 6,579 lbs, the takeoff ground roll and distance to clear 50 feet above ground level (D50) at an international standard atmosphere and pressure altitude of 0 and 2000 feet are listed as:

Pressure altitude - 0 feet, ground roll – 1,378 feet, D50 – 2,133 feet

Pressure altitude - 2000 feet, ground roll – 1,542 feet, D50 – 2,362 feet

At a takeoff weight of 7,394 lbs, the takeoff ground roll and distance to clear 50 feet above ground level (D50) at an international standard atmosphere and pressure altitude of 0 and 2000 feet are listed as:

Pressure altitude - 0 feet, ground roll – 2,035 feet, D50 – 2,840 feet

Pressure altitude - 2000 feet, ground roll – 2,280 feet, D50 – 3,150 feet

Section 4 of the POH, Before Starting checklist, states that the oxygen supply is to be available for the planned flight and the ‘OXYGEN’ switch is to be in the "ON" position. Chapter 7.10, Emergency Oxygen System, states that the oxygen system will be used by crew and passengers when the cabin altitude is greater than 10,000 feet following a loss of pressurization or cabin air contamination. The emergency indicating and control panel located in the cockpit overhead panel includes a two-position ‘OXYGEN’ to permit the supply of oxygen to the front seat masks. The panel also contains a two-position ‘PASSENGERS OXYGEN’ to permit the supply o...