Socata TBM-700

About 3 months before the accident, the pilot received about 9 hours of flight instruction, including completion of an instrument proficiency check, in the airplane. The accident flight was a personal cross-country flight operated under instrument flight rules (IFR). Radar track data depicted the flight proceeding on a west-southwest course at 15,800 ft mean sea level (msl) as it approached the destination airport. The flight was cleared by the air traffic controller for a GPS approach, passed the initial approach fix, and, shortly afterward, began a descent as permitted by the approach procedure. The track data indicated that the flight became established on the initial approach segment and remained above the designated minimum altitude of 12,000 ft msl. Average descent rates based on the available altitude data ranged from 500 feet per minute (fpm) to 1,000 fpm during this portion of the flight. At the intermediate navigation fix, the approach procedure required pilots to turn right and track a north-northwest course toward the airport. The track data indicated that the flight entered a right turn about 1 mile before reaching the intermediate fix. As the airplane entered the right turn, its average descent rate reached 4,000 fpm. The flight subsequently tracked northbound for nearly 1-1/2 miles. During this portion of the flight, the airplane initially descended at an average rate of 3,500 fpm then climbed at a rate of 1,800 fpm. The airplane subsequently entered a second right turn. The final three radar data points were each located within 505 ft laterally of each other and near the approximate accident site location. The average descent rate between the final two data points (altitudes of 10,100 ft msl and 8,700 ft msl) was 7,000 fpm. About the time that the final data point was recorded, the pilot informed the air traffic controller that the airplane was in a spin and that he was attempting to recover. No further communications were received from the pilot. The airplane subsequently impacted the surface of a reservoir at an elevation of about 6,780 ft and came to rest in 60 ft of water. A detailed postaccident examination of the airframe, engine and propeller assembly did not reveal any anomalies consistent with a preimpact failure or malfunction. The available meteorological data suggested that the airplane encountered clouds (tops about 16,000 ft msl or higher and bases about 10,000 ft msl) and was likely operating in IFR conditions during the final 15 minutes of the flight; however, no determination could be made regarding whether the clouds that the airplane descended through were solid or layered. In addition, the data suggested the possibility of both light icing and light turbulence between 12,000 ft msl and 16,000 ft msl along the flight path. Although the pilot appeared to be managing the flight appropriately during the initial descent, it could not be determined why he was unable to navigate to the approach fixes and maintain control of the airplane as he turned toward the airport and continued the descent.

The airplane departed Annecy-Meythet Airport at 1033LT on a flight to Toussus-le-Noble, carrying five passengers and one pilot. The flying time was approximately one hour under IFR mode. At 1111LT, while cruising at FL180 near Auxerre, heading to EBOMA, the pilot informed ATC he was ready for the descent. He was cleared to descend to FL120 when the aircraft started to drift to the left of the airway. Two minutes later, ATC informed the pilot about the deviation and the pilot acknowledged and initiated a turn to the right when control was lost. The airplane entered a dive and reached an excessive vertical speed until it crashed in an open field. The airplane disintegrated on impact and all six occupants were killed.

The single engine airplane departed Budel-Kempen Airport on a flight to Cannes-Mandelieu, carrying four passengers and one pilot. During initial climb, the pilot selected gear up and was attempting to retract the flaps when the engine failed. The aircraft lost height and crash landed in an open field, coming to rest on its belly 1,500 metres from the runway end. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

The single engine aircraft departed Kiel-Holtenau Airport in the morning, carrying two passengers and two pilots, bound for Rotenburg, Lower Saxony, where two additional passengers should embark before continuing to Friedrichshafen to take part to the Aero 2013 Airshow. On approach to Rotenburg-Wümme Airport, the crew encountered poor weather conditions with a cloud base at 500 feet and a visibility limited to 2 km. On final approach, the aircraft impacted ground and came to rest in an open field, bursting into flames. The burnt wreckage was found 2,3 km short of runway 08 and 570 metres to the left of its extended centerline. The aircraft was destroyed by a post crash fire and all four occupants were killed.

The pilot took off at around 14 h 45 from Maribo aerodrome (Denmark) bound for Cuers. He filed an IFR flight plan that he cancelled(2) at 17 h 15 near the St Tropez VOR (83). He explained that he had overflown the installations at Cuers at 1,500 ft and started an aerodrome circuit via the north for runway 11. He was visual with the ground and noted the presence of snow showers. He reckoned that these conditions made it possible to continue the approach. At about 600 ft, he went into a snow shower. At about 400 ft, he noticed that the horizontal visibility was zero and that he had lost all external visual references. He tried to make a go-around but didn’t feel any increase in engine power. At about 200 ft, he saw that he was to the right of the runway and decided to make an emergency landing. The aeroplane struck the ground on the right side of the runway. It slid for 150 metres and swung around before stopping. All three occupants escaped with minor injuries and the aircraft was damaged beyond repair.

Although the pilot filed an instrument flight rules flight plan through the Direct User Access Terminal System (DUATS), no evidence of a weather briefing was found. The flight departed in visual meteorological conditions and entered instrument meteorological conditions while climbing through 12,800 feet. The air traffic controller advised the pilot of moderate rime icing from 15,000 feet through 17,000 feet, with light rime ice at 14,000 feet. The controller asked the pilot to advise him if the icing worsened, and the pilot responded that he would let them know and that it was no problem for him. The controller informed the pilot that he was coordinating for a higher altitude. The pilot confirmed that, while at 16,800 feet, "…light icing has been present for a little while and a higher altitude would be great." About 15 seconds later, the pilot stated that he was getting a little rattle and requested a higher altitude as soon as possible. About 25 seconds after that, the flight was cleared to flight level 200, and the pilot acknowledged. About one minute later, the airplane reached a peak altitude of 17,800 feet before turning sharply to the left and entering a descent. While descending through 17,400 feet, the pilot stated, "and N731CA's declaring…" No subsequent transmissions were received from the flight. The airplane impacted the paved surfaces and a wooded median on an interstate highway. A postaccident fire resulted. The outboard section of the right wing and several sections of the empennage, including the horizontal stabilizer, elevator, and rudder, were found about 1/4 mile southwest of the fuselage, in a residential area. Witnesses reported seeing pieces of the airplane separating during flight and the airplane in a rapid descent. Examination of the wreckage revealed that the outboard section of the right wing separated in flight, at a relatively low altitude, and then struck and severed portions of the empennage. There was no evidence of a preexisting mechanical anomaly that would have precluded normal operation of the airframe or engine. An examination of weather information revealed that numerous pilots reported icing conditions in the general area before and after the accident. At least three flight crews considered the icing "severe." Although severe icing was not forecasted, an Airmen's Meteorological Information (AIRMET) advisory included moderate icing at altitudes at which the accident pilot was flying. The pilot operating handbook warned that the airplane was not certificated for flight in severe icing conditions and that, if encountered, the pilot must exit severe icing immediately by changing altitude or routing. Although the pilot was coordinating for a higher altitude with the air traffic controller at the time of the icing encounter, it is likely that he either did not know the severity of the icing or he was reluctant to exercise his command authority in order to immediately exit the icing conditions.

The pilot departed Toussus-le-Noble Airport at 0810LT on an IFR flight to Lyon. After contacting ATC, the pilot was vectored for a LOC DME approach to runway 16 at Lyon-Bron Airport. He reported being established on localizer at 0907LT, then was transferred to the tower and was cleared to land. At 0910LT, he reported he was initiating a go-around procedure and was instructed to climb to 3,000 feet maintaining a straight-in path. ATC requested twice the pilot to confirm the approach interruption but he failed to respond. A few moments later, the pilot reported 'Now, I'm not good at all'. The airplane crashed in a retention basin located 1,500 meters short of runway 16 threshold, bursting into flames. The aircraft was destroyed and the pilot, sole on board, was killed.

The airplane, registered to SV Leasing Company of Florida, operated by SOCATA North America, Inc., sustained substantial damage during a forced landing on a highway near Hollywood, Florida, following total loss of engine power. Visual meteorological conditions prevailed at the time and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 maintenance test flight from North Perry Airport (HWO), Hollywood, Florida. The airline transport pilot and pilot-rated other crew member sustained minor injuries; there were no ground injuries. The flight originated from HWO about 1216. The purpose of the flight was a maintenance test flight following a 600 hour and annual inspection. According to the right front seat occupant, in anticipation of the flight, he checked the fuel load by applying electrical power and noted the G1000 indicated the left fuel tank had approximately 36 gallons while the right fuel tank had approximately 108 gallons. In an effort to balance the fuel load with the indication of the right fuel tank, he added 72.4 gallons of fuel to the left fuel tank. At the start of the data recorded by the G1000 for the accident flight, the recorded capacity in the left fuel tank was approximately 105 gallons while the amount in the right fuel tank was approximately 108 gallons. The PIC reported that because of the fuel load on-board, he could not see the level of fuel in the tanks; therefore, he did not visually check the fuel tanks. By cockpit indication, the left tank had approximately 105 gallons and the right tank had approximately 108 gallons. The flight departed HWO, but he could not recall the fuel selector position beneath the thrust lever quadrant. He further stated that the fuel selector switch on the overhead panel was in the "auto" position. After takeoff, the flight climbed to flight level (FL) 280, and levelled off at that altitude about 20 minutes after takeoff. While at that altitude they received a "Fuel Low R" amber warning CAS message on the G1000. He checked the right fuel gauge which indicated 98 gallons, and confirmed that the fuel selector automatically switched to the left tank. After about 10 seconds the amber warning CAS message went out. He attributed the annunciation to be associated with a failure or malfunction of the sensor, and told the mechanic to write this issue down so it could be replaced after the flight. The flight continued and they received an amber warning CAS message, "Fuel Unbalance" which the right fuel tank had more fuel so he switched the fuel selector to supply fuel from the right tank to the engine. The G1000 indicates they remained at that altitude for approximately 8 minutes. He then initiated a quick descent to 10,000 feet mean sea level (msl) and during the descent accelerated to Vmo to test the aural warning horn. They descended to and maintained 10,000 feet msl for about 15 minutes and at an unknown time, they received an amber warning CAS message "Fuel Low R." Once again he checked the right fuel gauge which indicated it had 92 gallons and confirmed that the fuel tank selector automatically switched to the left tank. After about 10 seconds the CAS message went out. Either just before or during descent to 4,000 feet, they received an amber CAS message "Fuel Unbalance." Because the right fuel gauge indicated the fullest tank was the right tank, he switched the fuel selector to supply fuel to the engine from the right tank. The flight proceeded to the Opa-Locka Executive Airport, where he executed an ILS approach which terminated with a low approach. The pilot cancelled the IFR clearance and proceeded VFR towards HWO. While in contact with the HWO air traffic control tower, the flight was cleared to join the left downwind for runway 27L. Upon entering the downwind leg they received another amber CAS message "Fuel Unbalance" and at this time the left fuel gauge indicated 55 gallons while the right fuel gauge indicated 74 gallons. Because he intended on landing within a few minutes, he put the fuel selector to the manual position and switched to the fullest (right) tank. Established on final approach to runway 27L at HWO with the gear down, flaps set to landing, and minimum speed requested by air traffic for separation (85 knots indicated airspeed). When the flight was at 800 feet, the red warning CAS message "Fuel Press" illuminated and the right seat occupant with his permission moved the auxiliary fuel boost pump switch from "Auto" to "On" while he, PIC manually moved the fuel selector to the left tank. In an effort to restore engine power he pushed the power lever and used the manual over-ride but with no change. Assured that the engine had quit, he put the condition lever to cutoff, the starter switch on, and then the condition lever to "Hi-Idle" attempting to perform an airstart. At 1332:42, a flight crew member of the airplane advised the HWO ATCT, "…just lost the engine"; however, the controller did not reply. The PIC stated that he looked to his left and noticed a clear area on part of the turnpike, so he banked left, and in anticipation of the forced landing, placed the power lever to idle, the condition lever to cutoff, the fuel tank selector to off, and put the electrical gang bar down to secure the airplane's electrical system. He elected to retract the landing gear in an effort to shorten the landing distance. The right front seat occupant reported that the airplane was landed in a southerly direction in the northbound lanes of the Florida Turnpike. There were no ground injuries.