Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah
http://registry.faa.gov/N700VX
Location: Evanston, Wyoming
Accident Number: CEN18FA101
Date & Time: February 18, 2018, 15:05 Local
Registration: N700VX
Aircraft: Socata TBM 700
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal
Analysis
The commercial pilot was conducting an instrument approach following a 3.5-hour cross-country instrument flight rules (IFR) flight in a single-engine turboprop airplane. About 1.6 miles from the runway threshold, the airplane began a climb consistent with the published missed approach procedure; however, rather than completing the slight left climbing turn toward the designated holding point, the airplane continued in an approximate 270° left turn, during which the airplane's altitude varied, before entering a descending right turn and impacting terrain. Tree and ground impact signatures were consistent with a 60° nose-low attitude at the time of impact. No distress calls were received or recorded from the accident flight. A postimpact fire consumed a majority of the cockpit and fuselage.
Weather information for the time of the accident revealed that the pilot was operating in IFR to low IFR conditions with gusting surface winds, light to heavy snow, mist, cloud ceilings between 700 and 1,400 ft above ground level with clouds extending through 18,500 ft, and the potential for low-level wind shear and clear air turbulence. The area of the accident site was under AIRMETs for IFR conditions, mountain obscuration, moderate icing below 20,000 ft, and moderate turbulence below 18,000 ft. In addition, a winter storm warning was issued about 6 hours before the flight departed. Although the pilot received a weather briefing about 17 hours before the accident, there was no indication that he obtained updated weather information before departure or during the accident flight.
Examination of the airframe and engine did not reveal any preimpact anomalies that would have precluded normal operation; however, the extent of the fire damage precluded examination of the avionics system. The airplane was equipped with standby flight instruments.
An acquaintance of the pilot reported that the pilot had experienced an avionics malfunction several months before the accident during which the airplane's flight display went blank while flying an instrument approach. During that occurrence, the pilot used ForeFlight on his iPad to maneuver back to the northeast and fly the approach again using his own navigation. During the accident flight, the
airplane appeared to go missed approach, but rather than fly the published missed approach procedure, the airplane also turned left towards to northeast. However, it could not be determined if the pilot's actions were an attempt to fly the approach using his own navigation or if he was experiencing spatial disorientation.
The restricted visibility and turbulence present at the time of the accident provided conditions conducive to the development of spatial disorientation. Additionally, the airplane's turning flight track and steep descent profile are consistent with the known effects of spatial disorientation.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's loss of control due to spatial disorientation.
Findings
Personnel issues
Spatial disorientation - Pilot
Aircraft (general)
Not attained/maintained
Personnel issues
Aircraft control - Pilot
Environmental issues
Below VFR minima - Effect on operation
Environmental issues
Below VFR minima - Decision related to condition
Factual Information
History of Flight
Approach-IFR missed approach
Loss of control in flight (Defining event)
Uncontrolled descent
Collision with terr/obj (non-CFIT)
On February 18, 2018, about 1505 mountain standard time, a Socata TBM-700A airplane, N700VX, impacted terrain during an instrument approach to Evanston-Uinta County Airport/Burns Field (EVW), Evanston, Wyoming. The commercial pilot and passenger were fatally injured, and the airplane was destroyed. The airplane was privately owned and operated as a Title 14 Code of Federal Regulations
Part 91 personal flight. Instrument meteorological conditions existed at the airport, and the flight operated on an instrument flight rules (IFR) flight plan. The flight departed Tulsa International Airport (TUL), Tulsa, Oklahoma, about 1210 central standard time (1110 mountain standard time).
Radar and air traffic control information provided by the Federal Aviation Administration (FAA) captured the accident flight as it progressed. Initially, the pilot filed Centennial Airport, Englewood, Colorado, as the flight's destination. About 20 minutes after takeoff, the pilot requested to change the destination to Pueblo Memorial Airport (PUB), Pueblo, Colorado. An hour and 20 minutes later, the pilot again requested to change his destination to Provo Municipal Airport (PVU) due to weather. At 1353, the pilot requested to make EVW his new destination stating that EVW was below minimums when he departed, but that the weather had improved. At 1422, the controller asked the pilot if he had the weather information for EVW, and the pilot responded that he did.
The pilot requested and was subsequently cleared for the ILS RWY 23 approach to EVW starting at the FBR VOR initial approach fix. The pilot was initially cleared to FBR at 15,000 ft mean sea level (msl) which the pilot acknowledged. However, while proceeding to FBR, the controller issued several low altitude alerts which the pilot initially did not respond to with the airplane having descended down to 14,400 ft msl. The pilot responded that he was bouncing around and the autopilot was trying to maintain 15,000 ft msl.
Later, the airplane was cleared to cross FBR at or above 10,000 ft msl, and then cleared for the ILS 23 approach. At 1459, the airplane crossed the final approach fix and descended for the approach. At 1502:07, the airplane was at 7,300 ft msl, just below the approach's decision height of 7,343 ft, and about 1.6 nautical miles from the runway threshold. The airplane then climbed past 7,700 ft msl and entered a left, 270° turn, during which the airplane climbed and descended. The airplane then entered a right turn before radar contact was lost at an altitude of 7,900 ft msl. The published missed approach procedure included a straight-ahead climb to 7,600 ft, then a climbing, slight left turn toward a designated holding point about 17 nautical miles southwest of EVW.
Several residents heard the airplane and the sound of the impact and called emergency responders, who dispatched to the accident site. A postimpact fire consumed large portions of the fuselage and wings.
Pilot Information
Certificate: Commercial
Age: 71,Male
Airplane Rating(s): Single-engine land; Single-engine sea; Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With waivers/limitations
Last FAA Medical Exam: October 19, 2016
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 4154 hours (Total, all aircraft), 100 hours (Total, this make and model)
According to airplane maintenance log entries and logged instrument flight plans, the pilot had at least 90 hours in the airplane make and model.
Aircraft and Owner/Operator Information
Aircraft Make: Socata
Registration: N700VX
Model/Series: TBM 700 A
Aircraft Category: Airplane
Year of Manufacture: 1997
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 118
Landing Gear Type: Tricycle
Seats: 6
Date/Type of Last Inspection: September 27, 2017
Annual Certified Max Gross Wt.:
Time Since Last Inspection: Engines: 1 Turbo prop
Airframe Total Time: 3966.5 Hrs as of last inspection
Engine Manufacturer: P&W
ELT: Installed, not activated
Engine Model/Series: PT6A SER
Registered Owner:
Rated Power: 700 Horsepower
Operator: On file
Operating Certificate(s) Held:None
The airplane was manufactured in 1997 and was modified under supplemental type certificate with an MT Propeller MTV-21-1-E 5-bladed propeller and a Garmin G600 avionics system, which included digital primary flight and multifunction displays. Standby instruments were available on the right outermost portion of the instrument panel. The most recent maintenance was a 200-hour inspection completed on September 27, 2017, at a Hobbs meter time of 3,966.5 hours. The pilot purchased the airplane in June 2017.
Meteorological Information and Flight Plan
Conditions at Accident Site: Instrument (IMC)
Condition of Light: Day
Observation Facility, Elevation: KEVW,7163 ft msl
Distance from Accident Site: 2 Nautical Miles
Observation Time: 14:53 Local
Direction from Accident Site: 248°
Lowest Cloud Condition: Visibility
Lowest Ceiling: Indefinite (V V) / 800 ft AGL
Visibility (RVR): Wind Speed/Gusts: 13 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 340°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.46 inches Hg
Temperature/Dew Point: -3°C / -3°C
Precipitation and Obscuration: Moderate - None - Snow
Departure Point: TULSA, OK (TUL )
Type of Flight Plan Filed: IFR
Destination: Evanston, WY (EVW )
Type of Clearance: IFR
Departure Time: 12:10 Local
Type of Airspace:
A weather study was conducted by an National Transportation Safety Board (NTSB) meteorologist. At 0432 on the morning of the accident, the National Weather Service (NWS) issued a Winter Storm Warning for Uinta County, which included Evanston, Wyoming, and warned heavy snow was likely to start at 0900, with total snow accumulation of 8 to 14 inches. At 1227, the NWS Storm Prediction Center identified an area of potential convective activity that encompassed the Evanston area. At 1400, an NWS Surface Analysis Chart recorded a cold frontal boundary extending from just south of the accident site through Utah and into Nevada.
At 1420, before the pilot initiated the approach, the conditions reported by the automated surface observing system (ASOS) at EVW included wind from 290° at 17 knots, 2 miles visibility, light snow and mist, broken clouds at 2,400 ft above ground level (agl), overcast clouds at 3,600 ft agl, temperature 0°C, dew point -2°C, and an altimeter setting of 29.47 inches of mercury. Peak wind was observed from 260° at 32 knots at 1401.
About the time the airplane passed the intermediate fix on the approach, the ASOS reported 3/4-mile visibility with light snow and mist and a broken ceiling at 700 ft agl. Twelve minutes later, and prior to the airplane crossing the final approach fix, the ASOS reported 1/4-mile visibility with snow, freezing fog, and a vertical visibility of 800 ft. Of note, the minimum weather needed to fly the ILS RWY 23 approach is 200 ft and 1/2-mile visibility for all category of aircraft. About the time the airplane began the missed approach, the ASOS reported wind from 350° at 14 knots, 1/2 mile visibility in snow and freezing fog and a vertical visibility of 800 ft.
A review of the 1- and 5-minute interval recording of ASOS data indicated IFR to low instrument flight rules (LIFR) conditions, gusty surface winds, light to heavy snow, and ceilings between 700 to 1,400 ft agl at the time of the accident.
A High-Resolution Rapid Refresh model sounding indicated the possibility of low-level wind shear from the surface to 9,500 ft msl and clear air turbulence above 8,000 ft msl.
A search of official weather briefing sources (such as Leidos Flight Service and Direct User Access Terminal Service) revealed that the pilot did not request a weather briefing from those sources. However, a search of archived ForeFlight information indicated that the accident pilot received a weather briefing package from ForeFlight at 1934 the day before the accident, prior to the release of the significant weather. Most of the information related to the winter storm was issued on the morning of the accident. Foreflight is still able to obtain weather through various means while in flight; however, no record is maintaining of the information accessed. Of note, the pilot changed his destination several times inflight citing weather information. It is not known how the pilot was obtaining those weather updates.
Additional weather information is located in the docket of this report.
Airport Information
Airport: EVANSTON-UINTA COUNTY BURNS FI EVW
Runway Surface Type: Asphalt
Airport Elevation: 7142 ft msl
Runway Surface Condition:
Runway Used: 23
IFR Approach: ILS
Runway Length/Width: 7300 ft / 100 ft
VFR Approach/Landing:
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: On-ground
Ground Injuries: N/A
Aircraft Explosion: Unknown
Total Injuries: 2 Fatal Latitude, Longitude: 41.288055,-110.981941
The first impact point was identified in several trees. The right wingtip was found near one of the trees. The angle of impact was estimated at 60° nose low on a magnetic heading of 358°. The ground impact point was identified by a small divot followed by the engine. The main wreckage comprised the fuselage, empennage, and left wing. A post-impact fire consumed most of the cockpit and forward fuselage. The right wing was displaced from the fuselage and came to rest on the right side of the debris area. All major components of the airplane were located at the accident site. Flight control continuity was established from the cockpit controls to all primary flight control surfaces. Flap jackscrew positions were consistent with a flaps setting of 34°, which was consistent with a landing configuration. Landing gear actuator positions indicated that the landing gear were retracted. The avionics and cockpit switches were impact damaged and either partially or totally consumed by the postimpact fire.
The engine was removed and examined. Fire and impact damage precluded functional testing of the major components; however, disassembly revealed circumferential rubbing and smearing of fan discs in multiple stages of the engine, including the compressor and turbine section, consistent with the engine producing power at the time of impact. No preimpact anomalies of the engine were found.
Additional Information
Interview with the Airport Manager
The EVW airport manager stated that the pilot had told him of a flight, several months before the accident, during which the airplane's flight display went blank during an instrument approach. On that day, the weather was marginal visual flight rules with light snow, and the pilot had ForeFlight on his iPad, which he used to make a left turn back toward the northeast and set up to fly the approach again. The pilot said he was going to have an avionics shop troubleshoot the issue. The airport manager did not hear anything further about an avionics problem, and review of the airplane's maintenance log did not find any recorded entry for avionics work.
The airport manager stated that, around 1455 on the day of the accident, he heard what he assumed to be the accident airplane click the mic 5 times, then a few seconds later, click the mic 3 times on the airport's common traffic advisory frequency, consistent with the pilot activating the airport's pilot-controlled lighting system. A few minutes later, he heard a 10-second transmission during which he thought he could hear a woman's voice in the background before the transmission ended. There was no distress call.
Spatial Disorientation
The FAA Civil Aeromedical Institute's publication, "Introduction to Aviation Physiology," defines spatial disorientation as a loss of proper bearings or a state of mental confusion as to position, location, or movement relative to the position of the earth. Factors contributing to spatial disorientation include changes in acceleration, flight in instrument meteorological conditions (IMC), frequent transfer between VMC and IMC, and unperceived changes in aircraft attitude.
The FAA Pilot's Handbook of Aeronautical Knowledge, chapter 16,
Aeromedical Factors," stated, "Under normal flight conditions, when there is a visual reference to the horizon and ground, the sensory system in the inner ear helps to identify the pitch, roll, and yaw movements of the aircraft. When visual contact with the horizon is lost, the vestibular system becomes unreliable. Without visual references outside the aircraft, there are many situations in which normal motions and forces create convincing illusions that are difficult to overcome…Unless a pilot has many hours of training in instrument flight, flight should be avoided in reduced visibility or at night when the horizon is not visible. A pilot can reduce susceptibility to disorienting illusions through training and awareness and learning to rely totally on flight instruments.
Medical and Pathological Information
An autopsy on the pilot by an independent pathologist revealed mild-to-moderate coronary artery disease with no blood clots and no evidence of a recent or remote heart attack. The pulmonary circulation was unremarkable, but the cerebral circulation was not available for examination. Multiple gallstones were present, but there was no reported obstruction or inflammation. The cause of death was listed as multiple traumatic and thermal injuries.
The FAA's Forensic Sciences Laboratory performed toxicology testing on specimens from the pilot. Results were negative for all tested for substances.
A man and wife who lived in Park City died in a plane crash in Wyoming on Feb. 18 and were remembered as a loving couple.
William Patterson was 71 and Michelle Patterson was 62. They were the only two people aboard the plane. The husband was the pilot.
Rowdy Dean, the chief deputy at the Sheriff's Office in Uinta County, Wyoming, said the crash occurred at a little after 3 p.m. approximately one mile north of Evanston along the Bear River. The Pattersons were found dead at the scene. They were in a Socata TBM 700 single-engine propeller airplane, he said.
Dean said the plane was traveling from Oklahoma and was preparing to land at Evanston-Uinta County Airport in Evanston. It crashed approximately two miles from the airport. He said emergency dispatchers received several calls from people saying an airplane may have crashed. The authorities contacted the airport and learned that a plane was overdue.
Firefighters, Sheriff's Office deputies and a search-and-rescue team looked for a crashed plane before a resident found the wreckage, Dean said. The searchers found the plane in a large patch of willow and cottonwood trees, he said.
The Federal Aviation Administration and National Transportation Safety Board are investigating. Dean said the federal officials brought the wreckage to Greeley, Colorado, as part of the investigation.
Dean said the Pattersons had addresses in Park City and Evanston.
Ken Tolpinrud, who lives in the Holiday Ranch neighborhood of Park Meadows, said he and William Patterson served on a homeowners association together. He knew the couple for approximately four years. There was shock and disbelief after people learned of the crash and fatalities, he said.
"They were two of the most gracious and accomplished people my wife and I met, ever," Tolpinrud said.
William Patterson was a retired executive, he said. Tolpinrud said Patterson had his own plane the entire time he knew him, describing him as an experienced pilot and as someone who loved to fly.
Tolpinrud said he flew with Patterson a number of times. He said Patterson enjoyed the "exhilaration of being in the air."
"It just hurts to lose them," he said.
Jason Aguilera, a senior air safety investigator with the National Transportation Safety Board based in Denver, said the work at the accident scene is complete. The plane crashed in a remote part of a ranch, Aguilera, who traveled to the location, said.
Aguilera said there was snow in the area, but the weather conditions at the time of the accident are not yet known.
The National Transportation Safety Board has ordered an autopsy and toxicology report on the pilot's body. Aguilera said the pilot's experience will also be researched. The steps are standard in an investigation of a plane crash. The investigation is expected to take up to 18 months to complete.
Mike LaSalle, who is the manager at the Evanston-Uinta County Airport, said people headed to or from Park City occasionally use the airport. There are also a few people from Park City or Coalville who keep planes there, he said.
A woman with connections to Stone Harbor died in a plane crash while traveling in Wyoming with her husband, according to her family.
Michelle Patterson, whose maiden name was Michelle Mehan, died in a plane crash with her husband, William, on Sunday when he tried to land the plane in a field, according to Michelle’s aunt Kathy Dallahan.
No one else was in the plane, which had flown out of Tulsa, Oklahoma. It’s destination was unavailable.
Dallahan said she heard the news from William’s son Monday.
“I asked him if they had survived, and he told me there were no survivors,” Dallahan said.
According to Dallahan, Michelle and William were married for more than eight years. Michelle Patterson leaves four sons, who live on the East Coast, and William Patterson leaves two sons, who live on the West Coast.
Dallahan said Michelle Patterson spent time in Stone Harbor throughout her life. She had lived in Stone Harbor and in Utah.
“(Stone Harbor) was a place she loved so much. She was vibrant, she was cheerful, she was the most wonderful person you’d want to meet,” Dallahan said.
Mayor Judy Davies-Dunhour confirmed Michelle Patterson’s mother, Dolores, lives in Cape May County. Davies-Dunhour said she immediately thought of Michelle Patterson’s mother when she heard the news.
“It’s a phone call no mother should ever get,” Davies-Dunhour said.
KUTV in Salt Lake City, Utah, reported the plane crashed about 3 p.m. Sunday a mile north of Evanston. Federal Aviation Administration spokesman Ian Gregor said the single-engine plane was a Socata TBM-700.
EVANSTON — A single-engine airplane crashed about a mile north of Evanston Sunday afternoon leaving two people dead.
Officials identified the passengers as William and Michelle Patterson. According to a press release issued by the Uinta County Sheriff’s Office, the plane is registered to William Patterson, listing an Evanston address. Evanston-Uinta County Airport Burns Field manager Mike LaSalle said, however, that the couple lived out of state.
“[The plane] belonged to a guy who lived in Park City, but the airplane was based here,” LaSalle told the Herald on Monday. “They were inbound from Tulsa, Oklahoma, … they were actually headed here from Florida.”
Two residents — one from 2nd Avenue and one from Cottonwood Street — initially called dispatch advising officials of the crash at 3:12 p.m. Sunday.
Hayden Ezell said he was just finishing up some garage work with his dad on 2nd Avenue when they heard the plane go down.
“It sounded like they were flying in a circle or something,” he told the Herald. “It sounded like something was cutting out.” (A flight path available at flightaware.com shows that the plane was traveling southwest toward the airport but made at least one sharp turn to the north before it crashed).
Then, Ezell said, he and his father heard a loud crashing sound. The two immediately hit the road to try to find the plane. They headed to Willow Park, where they could see smoke north of the mobile home park.
“I was going to jump out then and start running,” Ezell said, “but my dad said, ‘Hey, let’s go around this way.’”
The two drove about one mile north on Highway 89 before they stopped and Ezell, with heavy snow falling, sprinted toward the smoke.
First responders struggled to find the plane in the heavy snow, and had some difficulty getting to it once they had a better idea of where it crashed. Smoke could be seen at times from Highway 89 and from Willow Park, but visibility was limited due to the storm.
“Access was kind of an issue … just finding it with the weather we had yesterday [was difficult],” Evanston Fire Department Cpt. Tim Overy said.
Officials eventually reached the crash site via a dirt road off Highway 89.
“It’s really not that difficult to get to other than [for] the old river channels and willows and stuff out there,” Uinta County Sheriff Doug Matthews said.
Meanwhile, Ezell was able to reach the plane on foot, though his heart sank when he realized there was nothing he could do to help the victims.
“I ran out there and was just hoping I could save somebody’s life,” he said, “but I got there and it was completely in flames so there wasn’t anything I could do.
Ezell said he tried to walk around the smoke and he was yelling, hoping someone could hear him. “I just thought maybe I could save somebody’s mom or dad or grandpa,” he said.
LaSalle said he was acquainted with William Patterson, but didn’t know him well.
“I remember him keeping an airplane here … more than 10 years ago,” LaSalle said. “He was here for a couple of winters in 2005-06, somewhere right in there, then I didn’t see him for two or three years. But every time he’d come back after a couple years he’d have a new plane.”
The plane Patterson was flying Sunday was a French model, LaSalle said, a Socata TBM700. He said it was a single-engine turbo prop plane that seated six people, a common type of owner-flown plane.
LaSalle said Sunday’s snowstorm likely played a part in the plane crash.
Officials with the Federal Aviation Agency and National Transportation Safety Board were scheduled to be in Evanston Monday, Cpt. Overy said, but their arrival was bumped to Tuesday due to poor weather.
EVANSTON, Wyo. — Law enforcement officials on Monday released the names of two people they believe died in a plane crash near Evanston, Wyoming, Sunday.
The plane was owned by and registered to William Patterson who has an Evanston address, according to a press release from the Uinta County Sheriff's Office.
Patterson and his wife Michelle were believed to be on the plane when it crashed under unknown circumstances en route to the Evanston airport from Tulsa, Oklahoma, Sunday afternoon.
The aircraft caught fire on its way down and burned upon impact. There were no survivors.
A husband and wife are believed to be the two people killed Sunday in a small airplane crash in Wyoming, just over the Utah border.
According to the Uinta County Sheriff's Office, in Wyoming, the plan is registered to William Patterson, with an Evanston, Wyoming address. The office said it is believed Michelle Patterson and William Patterson are the two people who were killed in the crash with no survivors.
The county coroner, the sheriff's office and the Federal Aviation Administration continue to investigate the crash.
Officials said the plane crashed one mile north of Evanston near the Bear River.
UPDATE: 8:33 p.m. Uinta County Wyoming Sheriffs have confirmed two people have died.
The identities have not yet been released, but the owner of the aircraft has ties to Evanston and/or Park City, according to Sheriffs.
The bodies were both badly burned in the wreck in which the plane caught fire after crashing.
(KUTV) - A small plane crashed near Evanston, Wyoming at 3:07 p.m., killing everyone on board.
According to the Uinta County Wyoming Sheriffs Department, the plane caught fire after crashing about one mile north of Evanston near the Bear River.
According to Ian Gregor with the Federal Aviation Administration, the plane was a Socata TBM-700.
The airplane left out of Tulsa, Oklahoma. It's unknown where the plane was headed.
The Federal Aviation Administration is expected to arrive Monday to help with the investigation. The National Transportation Safety Board will also investigate.
Original article can be found here ➤ http://kjzz.com
EVANSTON, Wyoming (News4Utah) - The Uinta County Wyoming Sheriff's Office confirms a small plane went down outside of Evanston Sunday afternoon.
The crash occurred at 3:07 p.m.
According to Ian Gregor, a spokesman for the Federal Aviation Administration, the Socata TBM700 crashed while on approach into Evanston under unknown circumstances. The plane originated from Tulsa, Oklahoma.
There were two people on board the aircraft at the time of the crash. The parties involved have not been identified.
Both the Federal Aviation Administration and the National Transportation Safety Board will be investigating the crash.
A spokesperson for the Uinta County Sheriff’s Office in Wyoming said they were called about a small plane crash shortly after 3 p.m.
The crash occurred near Bear River, about one mile north of Evanston.
The aircraft caught on fire after crashing and the sheriff’s office said there are no survivors.
Ian Gregor of the Federal Aviation Administration Pacific Division says the Socata TBM700 crashed under unknown circumstances while on approach to the airport in Evanston.
The Federal Aviation Administration states the plane was carrying two people and departed from Tulsa, Oklahoma.
The parties involved have not been identified.
Is there a developing pattern with these TBM crashes over the years?
ReplyDeleteA promotional sales video for this aircraft is on YouTube: https://m.youtube.com/watch?v=5tUuPISX1h8
ReplyDeleteSometimes your wallet is thicker than your log book.
ReplyDeleteDo pilots ever check the weather at the destination airport? Yea honey its a blinding snow storm but i thing we can make it no problem...no go weather is no go weather.
ReplyDeleteN700vx's Flight Aware track tells the story -diverted-diverted-diverted.
ReplyDeleteIndeed. 3 diversions. Gettherhitis is a fatal condition. And "if i paid so much for this machine, its job is to get me there, no matter what" which tends to affect the owners of more pricey and capable birds that nonetheless have stringent limitations.
ReplyDeleteI have to wonder how much fatigue played into this accident? He flew from FL to UT for almost 6 1/2 hrs and had to divert 3 times due to weather. I'm sure he just wanted to get on the ground and call it a day which may have caused him to push on into such poor conditions instead of flying to a VFR airport, get some food,rest and try again tomorrow. Sad outcome.
ReplyDeleteThe TBM700 is the Beechcraft Bonanza of the 1960's. "This baby will take us anywhere!". Hey...with the Garmin layout and synthetic vision, who needs a stinkin' instrument approach procedure with those cumbersome minimums? "We'll just go down and take a look..." How many tombstones could that be on? SAD.
ReplyDeleteI'm going with weather, fuel exhaustion on this one...
ReplyDeleteWeather, certainly. Fuel exhaustion, no. He had plenty of fuel, which ignited during the crash sequence and produced a large fire.
ReplyDeleteAircraft was on an IFR approach. Might have been having icing problems as he dropped below MIA and was given a pilot deviation warning. Probably didn't help with the stress. Visibility was below minimums. I think he had monitoring the weather at EVW and bet that it was improving when he changed his destination back to EVW.
ReplyDeleteRunning out of brains, spatial orientation, airspeed and altitude all at the same time.
ReplyDeleteSituational awareness.
ReplyDeleteThe weather was not below minimums when the crash occurred. ASOS was reporting 1/2 VIS and VV007. They were on an ILS to a runway with a MALSR. The airplane had the equipment to fly a coupled approach to the runway. I do not believe anyone will ever know what went wrong in the last 2 minutes of the flight.
ReplyDeleteThe pilot had over 4,000 hours of flying time over 40 years, and was one of the most careful men I have ever known.
ReplyDelete4,000 hours in 40 years = 8 hours per month on average/estimated ... low time pilot. Sad :(
ReplyDeleteHe was certainly not a low time pilot. Your divisional math to make that determination is flawed. With 4,000 hours he has an abundance of real flying experience.
ReplyDeleteAm I the only one who notices that a LOT of all the accidents published in the Kathryn's Report are with pilots over 55/60 Yeas of age? Are only older people "rich enough" to fly? Is age an ever increasing risk whilst flying (less sight/hearing/reaction/situational awareness/eye-hand coordination)? Or is it stubbornness to admit one's sharpest days are over and it is time to stop? Especially with complex planes, flown single pilot in detrimental conditions?
ReplyDeleteYou can see this on the roads nearly daily that age kills, not only the person him/herself but taking others with them.
I see around me aviation does not attract young people any more like it used to do.
(I am 65, retired airline cpt, still fly a little GA, however strictly VFR/VMC and also drive a motorbike. But I am constantly monitoring myself, 10 years ago stopping either of both was not in my thinking, but I realise time to stop is approaching for both of them. Better to stop sooner than wait till some policeman pulls You aside for reckless driving...
^ Very informative... and insightful commentary.
ReplyDeleteIMO - Younger pilots who desire to be aircraft owners have the years, a lifetime to devote to building the experimental plane with a young family that has a lot of day-to-day living and household expenses. Whereas the seasoned pilots (with plenty of cash just itching to be spent) tend to go for the complex planes, i.e. good golly gorgeous, has all the bells and whistles aircraft. The later (from what I am reading in accident reports) are lawyers/attorneys, surgeons/doctors, successful business owners/entrepreneurs, high-income wage earners most of their life, etc. Just my two cents worth ;)
Not many young pilots have a million to plunk down on something that will get them across the country with having to endure the TSA and cabin fever. Some people actually use these craft for business purposes because they save money and time. Downside is you might be getting an unstable Max without knowing it.
DeleteI too decided to quit flying jets at 61 yrs. voluntarily. Flying for 40 years - but all it takes is one mistake. This pilot should have had a professional pilot with him. Just a personal opinion. Too late now!
ReplyDeletehttps://aviation-safety.net/wikibase/243547
ReplyDelete