N700AQ

HISTORY OF FLIGHTOn October 3, 2019, about 0858 eastern daylight time, a Socata TBM 700 C2 airplane, N700AQ, was substantially damaged when it was involved in an accident near Lansing, Michigan. The commercial pilot and four passengers were fatally injured; and one passenger sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 business flight on an instrument flight rules (IFR) flight plan.

According to Federal Aviation Administration (FAA) automatic dependent surveillance-broadcast (ADS-B) data, about 0800, the flight departed runway 19 at Indy South Greenwood Airport (HFY), Greenwood, Indiana, turned northeast toward MAREO intersection, and then turned north toward Capital Region International Airport (LAN), Lansing, Michigan.

The airplane subsequently climbed to flight level 190 (19,000 ft pressure altitude). At 0834:24, the flight entered a cruise descent from flight level 190 and was progressively cleared down to 3,000 ft mean sea level (msl). According to air traffic control communications, the flight was provided radar vectors to join the localizer for the instrument landing system (ILS) runway 10R approach at LAN. The published inbound course for the ILS runway 10R approach at LAN was 96° magnetic, the crossing altitude for the final approach fix (FAMLI) was 2,367 ft msl, the distance between FAMLI and the runway 10R 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 stated, "TBM zero alpha quebec, five miles from FAMLI, turn right, ah, right heading zero seven zero, maintain three thousand until established on the localizer, cleared the ILS one zero right." The pilot responded, "zero seven zero, ah, we're cleared for the ILS ten right into, ah, Lansing." The ADS-B data indicated that the airplane entered a right turn and joined the localizer inbound.

At 0854:27, the approach controller stated, "TBM zero alpha quebec, contact Lansing tower one one niner point niner, good day." The pilot responded, "One nineteen ninety, seven hundred alpha quebec." At 0855:29, the airplane crossed over FAMLI at 2,303 ft msl and continued to descend on the glideslope while established inbound on the localizer toward runway 10R. The airplane had a calculated calibrated airspeed of 166 knots when it crossed over the final approach fix. Between 0855:29 and 0857:45, while inbound on the instrument approach, the airplane continued to decelerate from 166 knots to 74 knots, as shown in figure 1.

Figure 1. Altitude and airspeed during instrument approach.

At 0854:36, the pilot established contact with the LAN tower controller and reported that the airplane was established on the ILS runway 10R instrument approach. At 0854:39, the tower controller stated, "seven zero zero alpha quebec, Lansing, ah, tower, the winds are calm, one zero right cleared to land." The pilot responded, "Cleared to land, ah, ten right, seven hundred alpha quebec." There were no additional communications received from the pilot.

The ADS-B data indicated that at 0857:06 the airplane was about 1.3 miles from the runway threshold at 1,250 ft msl (about 400 ft above the runway elevation) and established on the localizer inbound to the runway. At 0857:37, the airplane was 0.5 miles from the runway threshold at 1,047 ft msl (about 180 ft above the runway elevation) and 84 knots when it entered a shallow climb and left turn away from the runway heading. Between 0857:37 and 0857:45, the airplane climbed to 1,059 ft msl and decelerated to 74 knots, as shown in figure 2. At 0857:45, the final ADS-B datapoint was located about 315 ft north of the localizer centerline and 0.35 miles west of the runway 10R threshold. The final ADS-B datapoint was about 475 ft southwest of the initial impact point with terrain. Figure 3 shows ADS-B position data during the airplane’s final approach.

Figure 2. Altitude and airspeed during final approach.

Figure 3. ADS-B position data during final approach.

PERSONNEL INFORMATIONThe pilot received his commercial pilot certificate on May 8, 2019. The pilot’s 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 the pilot's logbook, he had flown 76.4 hours and 9.8 hours in Socata TBM 700 and TBM 850 airplanes, respectively. The pilot had logged all his Socata TBM 700 flight time during the year before the accident.

AIRCRAFT INFORMATIONWeight and Balance

The airplane had a total fuel capacity of 290.6 gallons (281.6 gallons usable). According to available fueling and historical flight information, the airplane had about 202 gallons (1,374 lbs) of fuel onboard before the flight departed. Based on historical fuel consumption data, the airplane used about 70 gallons (476 lbs) during the 58 minute accident flight.

According to the current 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, the forward and aft CG limits were 187 inches and 193.65 inches, respectively.

The airplane's weight and balance at takeoff were calculated using the reported weights and seat positions for the pilot and the 5 passengers, and 202 gallons (1,374 lbs) of fuel. The takeoff weight and CG location were estimated to be 7,626.28 lbs and 196.18 inches, respectively. At takeoff, the airplane was about 232 lbs over the maximum allowable takeoff weight and about 2.53 inches past the aft CG limit. The engine burned about 70 gallons (476 lbs) of fuel during the flight. The estimated airplane weight and CG location at the time of impact were 7,150.28 lbs and 196.60 inches, respectively. At impact, the airplane was about 126 lbs over the maximum allowable landing weight and 2.95 inches past the aft CG limit (Figure 4).

Figure 4. Weight and Balance Calculations and Plot

Aerodynamic Stall Speed

According to the Socata TBM 700 C2 Pilot Operating Handbook (POH), Supplement No. 41, the aerodynamic stall speed at maximum takeoff weight with the landing gear and flaps extended for landing is 65 knots. The aerodynamic stall speed at maximum takeoff weight with the landing gear and flaps extended for takeoff is 77 knots. The aerodynamic stall speed at maximum takeoff weight with the landing gear and flaps retracted is 83 knots. The approach speed with flaps in the landing position is 85 knots.

The airplane was operating above the maximum landing weight and past the aft CG limit. The airplane manufacturer provided calculated aerodynamic stall speeds for the airplane using the weight (7,150.28 lbs) and center-of-gravity position (196.60 inches) at the time of the accident. The aerodynamic stall speed was estimated to be about 62 knots with landing gear and flaps extended for landing, 74 knots with the landing gear and flaps extended for takeoff, and 79 knots with the landing gear and flaps retracted.

AIRPORT INFORMATIONWeight and Balance

The airplane had a total fuel capacity of 290.6 gallons (281.6 gallons usable). According to available fueling and historical flight information, the airplane had about 202 gallons (1,374 lbs) of fuel onboard before the flight departed. Based on historical fuel consumption data, the airplane used about 70 gallons (476 lbs) during the 58 minute accident flight.

According to the current 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, the forward and aft CG limits were 187 inches and 193.65 inches, respectively.

The airplane's weight and balance at takeoff were calculated using the reported weights and seat positions for the pilot and the 5 passengers, and 202 gallons (1,374 lbs) of fuel. The takeoff weight and CG location were estimated to be 7,626.28 lbs and 196.18 inches, respectively. At takeoff, the airplane was about 232 lbs over the maximum allowable takeoff weight and about 2.53 inches past the aft CG limit. The engine burned about 70 gallons (476 lbs) of fuel during the flight. The estimated airplane weight and CG location at the time of impact were 7,150.28 lbs and 196.60 inches, respectively. At impact, the airplane was about 126 lbs over the maximum allowable landing weight and 2.95 inches past the aft CG limit (Figure 4).

Figure 4. Weight and Balance Calculations and Plot

Aerodynamic Stall Speed

According to the Socata TBM 700 C2 Pilot Operating Handbook (POH), Supplement No. 41, the aerodynamic stall speed at maximum takeoff weight with the landing gear and flaps extended for landing is 65 knots. The aerodynamic stall speed at maximum takeoff weight with the landing gear and flaps extended for takeoff is 77 knots. The aerodynamic stall speed at maximum takeoff weight with the landing gear and flaps retracted is 83 knots. The approach speed with flaps in the landing position is 85 knots.

The airplane was operating above the maximum landing weight and past the aft CG limit. The airplane manufacturer provided calculated aerodynamic stall speeds for the airplane using the weight (7,150.28 lbs) and center-of-gravity position (196.60 inches) at the time of the accident. The aerodynamic stall speed was estimated to be about 62 knots with landing gear and flaps extended for landing, 74 knots with the landing gear and flaps extended for takeoff, and 79 knots with the landing gear and flaps retracted.

WRECKAGE AND IMPACT INFORMATIONThe accident site was in an open grass field located about 0.3 miles west-northwest of the runway 10R threshold. The initial impact point was in a large, depressed grass area that preceded a 135-ft-long ground scar oriented on a 060° bearing. The i...