Compagnie Daher TBM 700 N6924G

Summary

On 7 April 2023 at about 23:55 local time, a Compagnie Daher TBM 700 registered N6924G was involved in an accident near Ashland, Oregon, United States. 2 people were on board and nobody was injured. The aircraft was destroyed. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

7 April 2023 at 23:55

Classification

Accident

Location

Ashland, Oregon, United States

Nearest airport

Ashland Muni/Sumner Parker Fld (S03)

Coordinates

42.1871, -122.6578

Aircraft

Compagnie Daher TBM 700

Registration

N6924G

Category

Airplane

Year built

2021

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Instructional

Phase of flight

Not recorded

Route

Crater Lake/Klamath Regional Airport → Rogue Valley International - Medford Airport

Aircraft damage

Destroyed

Weather

VMC

Light

Day

NTSB number

WPR23LA150

Nobody was injured.

The pilot’s failure to maintain adequate airspeed during an attempted go around, which resulted in a runway excursion and impact with terrain.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The pilot reported he was 2.5 hours into a flight review when the accident occurred. On the last leg of the trip the flight the instructor simulated a runway closure and a diversion to a nearby airport. The pilot verified the favored runway and entered an extended downwind to set up a stable approach. The pilot configured the airplane per the airplane checklist and set his power setting for a torque greater than 10 percent to maintain an airspeed of 80-95 knots indicated airspeed (KIAS). When crossing the runway threshold, the instructor stated there was a simulated obstruction on the runway and instructed the pilot to go around. As the pilot advanced the power, the airplane yawed to the left of the runway centerline. The pilot remembers adding right rudder pressure with no effect. The airplane touched down on the left side of the runway and then departed the runway. The airplane traveled through bushes and scrub trees before coming to rest at the edge of a creek. The pilot and instructor secured the airplane and exited before a small fire engulfed much of the airplane. Although the pilot and instructor did not recall any indication of impending loss of control or an aural stall warning before touchdown, audio recorded from onboard the airplane revealed that during the accident approach an electronic voice called out “Stall. Stall.” three times when the airplane was below 500 ft above ground level (agl), followed by “Airspeed” just before touchdown. During and after touchdown, “Stall. Stall.” sounded four additional times as the airplane decelerated. Recordings from the previous leg also contained stall and airspeed electronic voice call outs before landing. The first-leg landing did not include a go-around. Telemetry data recovered showed airspeeds below the required 80 KIAS during the go around attempt. Airplane data showed that on the last two final approaches the airspeed was below 80 KIAS which is required for a go-around at time stamp 22:55:33 for the previous approach and at 23:51:24 on the accident approach. The airplane’s stall speed when configured to land with full flaps, (Vso) is 65 KIAS. The Pilot’s Operating Handbook (POH) describes a minimum go around speed of 80 KIAS to ensure adequate airflow over the rudder to maintain its effectiveness during a go-around maneuver. It is likely that at the application of go-around power, the airspeed was inadequate to provide the right rudder pressure necessary to overcome the left turning yawing moment that was moving the airplane to the left.

Quoted verbatim from the NTSB record.