# NTSB DEN01FA075: Socata TBM 700, N300WC, Englewood, CO, March 26, 2001 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: March 26, 2001, 07:19 local (14:19 UTC) - Place: Englewood, CO - Coordinates: 39.566665, -104.842781 - Nearby events: https://openairdocs.org/map.md?lat=39.5667&lon=-104.8428&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report February 20, 2002 - Report: Approved by Office Director - Parties: FAA Flight Standards District Office - NTSB case key (mKey): 51960 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DEN01FA075 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/51960/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=51960 - Page: https://openairdocs.org/ntsb/DEN01FA075 ## Probable cause the pilot's spatial disorientation, which led to his failure to maintain aircraft control. A contributing factor was the pilot's decision to intentionally fly into known adverse weather that consisted of low ceilings, obscuration, and ice fog. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, takeoff - initial climb - weather condition - low ceiling (contributing factor) - weather condition - obscuration (contributing factor) - spatial disorientation, pilot in command (cause) - flight into known adverse weather - intentional, pilot in command (contributing factor) - weather condition - ice fog (contributing factor) - aircraft control - not obtained/maintained, pilot in command (cause) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - open field - misc eqpt/furnishings,seat belt - failure,total ## Analysis The airplane was fueled to capacity and placed in a heated hangar about one hour before departure. The instrument rated pilot obtained a weather briefing, filed an IFR flight plan, and obtained an IFR clearance. Low ceiling, reduced visibility, and ice fog prevented control tower personnel from observing the takeoff. Radar (NTAP) and on-board GPS data indicated the airplane began drifting to the left of runway centerline almost immediately after takeoff. The airplane made a climbing left turn, achieving a maximum altitude of 7,072 feet and completing 217 degrees of turn, before beginning a descending left turn. The airplane impacted terrain on airport property. Autopsy/toxicology protocols were unremarkable. There was no evidence of preimpact failure/malfunction of the airframe, powerplant, propeller, or flight controls. The autopilot and servos, pitot-static system, and flight instruments were tested and all functioned satisfactorily. The pilot's shoulder harness was found attached to the seatbelt, but the male end of the seatbelt buckle was broken. ## Factual narrative HISTORY OF FLIGHT On March 26, 2001, at 0719 mountain standard time, a Socata TBM 700, N300WC, owned and operated by Technical Leasing, Inc., of Cincinnati, Ohio, was destroyed when it impacted terrain following a loss of control on takeoff at Centennial Airport, Englewood, Colorado. The instrument rated private pilot, the sole occupant aboard, was fatally injured. Instrument meteorological conditions prevailed, and an IFR (instrument flight rules) flight plan had been filed for the business flight being conducted under Title 14 CFR (Code of Federal Regulations) Part 91. The flight originated from Centennial Airport at 0718. The pilot landed at Centennial Airport on the afternoon before the accident (data downloaded from the Garmin GPSMAP 295 that was on board the airplane indicates the arrival was some time after 1341). He instructed Jet Center officials to refuel the airplane to capacity. This was done at 1430 and required 136 gallons of Jet-A fuel. The pilot was met by friends, who took him to dinner and a movie that evening. They said the pilot retired approximately 2300. According to these friends, the pilot did not eat breakfast the next morning. He telephoned the FBO about 0515 and asked that the airplane be brought inside a hanger and preheated (it had been parked outdoors on the ramp overnight). This was done and the airplane was in the heated hangar approximately 45 to 60 minutes. According to FAA documents, the pilot telephoned the Denver Automated Flight Service Station (AFSS) at 0608 and obtained a standard weather briefing. He then filed an IFR flight plan to Santa Monica Airport in California. The pilot's host said he dropped the pilot off at the airport approximately 0615. He said it was snowing at the time, and visibility was poor. Jet Center linemen said the pilot did not perform a preflight inspection, but boarded the airplane, started the engine, and did a 20 minute engine run at "high rpm" on the ramp. At 0647, the pilot received his IFR clearance, and at 0708 he was cleared to taxi. Because the wind was calm, the pilot was given his choice of runways. "Which one would you recommend," the pilot asked. "One seven will take me down to Blue Mesa, won't it?" When he was told it would, the pilot taxied to runway 17L and advised the control tower that he had ATIS (Automatic Terminal Information Service) Zulu and would need to do an engine runup. At 0712, he asked if there were any pilot reports, and was told that one pilot reported encountering no ice during climbout and that the cloud tops were at 7,200 feet. At 0717, the pilot was cleared for takeoff, but reduced visibility prevented control tower personnel from observing the airplane. At 0719:27, the pilot said, "Whiskey Charlie, lookin' for higher." (According to the tower controller's statement, he had been watching the BRITE radar for the airplane's data tag to appear and when the pilot asked for a higher altitude, he observed a primary target, then a limited data tag, northbound and east of runway 17L). The controller asked the pilot for his heading, and he replied, "Whiskey Charlie, apologi . . ." He was then instructed to fly a heading of 170 degrees and to contact departure control. The pilot never responded. When it was determined that radio and radar contact had been lost with the airplane, the runway was closed and departures were temporarily suspended. The tower controller told the radar controller, "[Visibility is a] quarter mile. We cannot see the runway . . .we heard a noise . . . we heard the airplane." Another controller said she "heard a noise and felt a movement or 'thud' in the tower." At 0736, an airport maintenance vehicle reported he was investigating a report of smoke south of the airport. At 0740, the airport maintenance vehicle confirmed the airplane was down approximately 1/4-mile south of runways 10-28. PERSONNEL INFORMATION The pilot, age 49, held a private pilot certificate with airplane single-engine land and instrument ratings. He also held a first class airman medical certificate, dated March 11, 1999, with no limitations or restrictions. His logbook, which was recovered from the wreckage, contained entries from August 23, 1995, (when the pilot took his first instructional flight), to January 21, 2001 (the last recorded entry). According to the logbook, the pilot received his private pilot license and instrument rating on August 14, 1998. The airplane's flight time logbook was also recovered from the wreckage. Combining those entries made after January 21, 2001, with the entries made in the pilot's logbook, the following flight times were derived: Total time: 1,024 hrs. Airplane single-engine, land: 1,019.5 hrs. Pilot-in-command: 719.4 hrs. Instruction received: 412.3 hrs. Cross-country: 987.8 hrs. Night: 85.7 hrs. Actual instruments: 94.3 hrs. Simulated instruments: 9.7 hrs. By make/model: Cessna 150: 2.8 hrs. Cessna 172: 8.5 hrs. Piper PA-28-161: 3.2 hrs. Piper PA-28R-201RT: 6.3 hrs. Piper PA-46-350: 488.4 hrs. Beech A36TC: 376.7 hrs. Socata TBM-700: 136.3 hrs. The pilot's logbook also contained the following instrument proficiency checks, biennial flight reviews, and pilot proficiency endorsements: November 7, 1998*# (given by an individual flight instructor) November 22, 1998# Recurrent Training Center, Inc. June 26, 1999+ (given by an individual flight instructor) March 20, 2000*# (given by an individual flight instructor) August 25, 2000#+ SIMCOM Training Center * Biennial Flight Review, BFR [FAR 61.56(a)(1)(2)]. # Instrument proficiency check (FAR 61.57). + Pilot Proficiency Award Program (AC61-91H). AIRCRAFT INFORMATION N300WC (s/n 82), a model TBM-700, was manufactured by Socata Aircraft Company and was given an FAA standard airworthiness certificate, normal category, on February 15, 1993. It was equipped with a Pratt & Whitney PT6A-64 engine (s/n PS 111074), rated at 700 shaft horsepower, and a Hartzell 4-blade composite, constant speed, full feathering propeller (m/n HC-E4N-3). According to the aircraft maintenance records, the last annual inspection was completed on February 9, 2001, at a Hobbs meter time (airframe and propeller) of 5,098.7 hours (engine total time 4,885.7 hours). The last static system, automatic pressure altitude reporting and transponder system checks were made on October 20, 2000, at a Hobbs meter time of 4,978.3 hours. At the accident site, the Hobbs meter read 5,139.0 hours. METEOROLOGICAL INFORMATION METAR (Aviation Routine Weather Report) observations recorded at Centennial Airport before and after the accident were as follows: 0653: Wind, calm; visibility, 1/4 statute mile; freezing fog; vertical visibility, 100 feet; temperature, -1 degree C.; dew point, -1 degree C.; altimeter setting, 30.02 in.; sea level pressure, 1019.5 mb. 0730: Wind, calm; visibility, 1/8 statute mile; freezing fog; vertical visibility, 100 feet; temperature, -1 degree C.; dew point, -1 degree C.; altimeter setting, 30.02 in. 0753: Wind, calm; visibility, 1/4 statute mile; freezing fog; vertical visibility, 100 feet; temperature, -1 degree C.; dew point, -1 degree C.; altimeter setting, 30.03 in.; sea level pressure, 1019.7 mb. AERODROME INFORMATION Centennial Airport (APA) is situated at an elevation of 5,883 feet msl (above mean sea level). The departure runway, 17L, is of asphalt construction, 10,002 feet long and 100 feet wide, and grooved. The runway is equipped with medium intensity runway lights (MIRL). They were operating at the time of takeoff. The airport also has a control tower, Automatic Terminal Information Service (ATIS), and an Automated Flight Service Station (AFSS) that is operational 24 hours a day. At the time of departure, the rotating beacon was operating. The airport has several instrument ## Aircraft - Registration: [N300WC](https://openairdocs.org/deregistered/N300WC-2002-01-25), registration cancelled 2002-01-25, S/N 82 (OpenAirDocs) - Reported make and model: SOCATA TBM 700 - Registry model: [Socata TBM 700](https://openairdocs.org/model/socata-tbm-700) (registry code 8682000) (OpenAirDocs) - Registry engine: [Pratt & Whitney PT6A series](https://openairdocs.org/engine/pratt-whitney-pt6a-series) (registry code 52032, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 82 - Airframe hours: 5139 - Engines: P&W Canada PT6A-64 700 horsepower turbo prop - Damage: Destroyed - Fire: On-Ground - Flight: Business, Part 91 - Registered owner: Technical Leasing, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 9, 2001, 40 hours before - Departed: APA, Englewood, CO - Destination: SMO, Santa Monica, CA - Flight plan: IFR - Airport: APA, Centennial, runway 17L, 10,002 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 49; injuries: fatal; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; last flight review March 20, 2000; seat: left; toxicology performed; flight hours: 1,024 total, 136 in this make and model, 719 as pilot in command, 37 in the last 90 days, 16 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Day - Wind: calm - Visibility: 0.13 statute miles - Lowest ceiling: 100 ft - Temperature: 30 °F, dew point 30 °F - Altimeter: 30.02 inHg - Observed at: APA ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20010326007999A](https://openairdocs.org/incident/20010326007999A), Mar 26, 2001: Socata TBM700, Denver, CO, No damage, 1 fatal. (-23)Pilot departed apa on an IFR flight plan to santa monica municipal airport (smo). Visibility was significantly restricted (IMC), so apa ATCT personnel was… ## Docket (34 files) The files NTSB released with the investigation on January 28, 2002, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=51960. 8.5 MB in all. - Supplement C (item 1, .PDF, 374 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152890&FileExtension=.PDF&FileName=Supplement%20C-Master.PDF - Supplement D (item 2, .PDF, 587 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152891&FileExtension=.PDF&FileName=Supplement%20D-Master.PDF - Witness Statements (item 3, .PDF, 121 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152892&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - NTAP Data (item 4, .PDF, 3.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152893&FileExtension=.PDF&FileName=NTAP%20Data-Master.PDF - Garmin GPS Download Data (item 5, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427471&FileExtension=.PDF&FileName=Garmin%20GPS%20Download%20Data-Redacted.PDF - Weather Reports and Records (item 6, .PDF, 146 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152895&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Transcript of Radio Communications (item 7, .PDF, 340 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427472&FileExtension=.PDF&FileName=Transcript%20of%20Radio%20Communications-Redacted.PDF - FAA Personnel Statements (item 8, .PDF, 190 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427473&FileExtension=.PDF&FileName=FAA%20Personnel%20Statements-Redacted.PDF - Airport Lighting Systems and Radio Navigations Facilities Checks (item 9, .PDF, 171 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427474&FileExtension=.PDF&FileName=Airport%20Lighting%20Systems%20and%20Radio%20Navigations%20Facilities%20Checks-Redacted.PDF - Centennial Airport Layout (item 10, .PDF, 107 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152899&FileExtension=.PDF&FileName=Centennial%20Airport%20Layout-Master.PDF - 3-Dimensional View of Socata TBM-700 (item 11, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152900&FileExtension=.PDF&FileName=3-Dimensional%20View%20of%20Socata%20TBM-700-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 12, .PDF, 93 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427475&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 13, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427476&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Report (item 14, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427477&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.PDF - Photo #1: Point of first impact: a newly planted pine tree bordering airport property (note airport service road, far right, arrow). (item 15, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152904&FileExtension=.PDF&FileName=Photo%20%231%3A%20%20Point%20of%20first%20impact%3A%20a%20newly%20planted%20pine%20tree%20bordering%20airport%20property%20(note%20airport%20service%20road,%20far%20right,%20arrow).-Master.PDF - Photo #2: Faint ground scar (arrow) leading to top of embankment. (item 16, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152905&FileExtension=.PDF&FileName=Photo%20%232%3A%20%20Faint%20ground%20scar%20(arrow)%20leading%20to%20top%20of%20embankment.-Master.PDF - Photo #3: Close-up view of the ground scar. (item 17, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152906&FileExtension=.PDF&FileName=Photo%20%233%3A%20%20Close-up%20view%20of%20the%20ground%20scar.-Master.PDF - Photo #4: Slash marks, 14 total. (item 18, .PDF, 14 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152907&FileExtension=.PDF&FileName=Photo%20%234%3A%20%20Slash%20marks,%2014%20total.-Master.PDF - Photo #5: Measuring distance between first and second slash marks (arrows). (item 19, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152908&FileExtension=.PDF&FileName=Photo%20%235%3A%20%20Measuring%20distance%20between%20first%20and%20second%20slash%20marks%20(arrows).-Master.PDF - Photo #6: Measured distance is 2 feet, 3 inches. (item 20, .PDF, 12 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152909&FileExtension=.PDF&FileName=Photo%20%236%3A%20%20Measured%20distance%20is%202%20feet,%203%20inches.-Master.PDF - Photo #7: Small crater that contained portions of left wing tip fairing and socket for navigation light. (item 21, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152910&FileExtension=.PDF&FileName=Photo%20%237%3A%20%20Small%20crater%20that%20contained%20portions%20of%20left%20wing%20tip%20fairing%20and%20socket%20for%20navigation%20light.-Master.PDF - Photo #8: Large interruption in earth, containing various pieces of wreckage, including propeller blade tip. Interruption curves from 082 degrees to 047 degrees. (item 22, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152911&FileExtension=.PDF&FileName=Photo%20%238%3A%20%20Large%20interruption%20in%20earth,%20containing%20various%20pieces%20of%20wreckage,%20including%20propeller%20blade%20tip.%20%20Interruption%20curves%20from%20082%20degrees%20to%20047%20degrees.-Master.PDF - Photo #9: Looking back along ground scar. (item 23, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152912&FileExtension=.PDF&FileName=Photo%20%239%3A%20%20Looking%20back%20along%20ground%20scar.-Master.PDF - Photo #10: Atop dirt embankment at 489 foot mark. (item 24, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152913&FileExtension=.PDF&FileName=Photo%20%2310%3A%20%20Atop%20dirt%20embankment%20at%20489%20foot%20mark.-Master.PDF - Photo #11: Airplane fuselage. Note airport in background. (item 25, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152914&FileExtension=.PDF&FileName=Photo%20%2311%3A%20%20Airplane%20fuselage.%20%20Note%20airport%20in%20background.-Master.PDF - Photo #12: The propeller assembly. (item 26, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152915&FileExtension=.PDF&FileName=Photo%20%2312%3A%20%20The%20propeller%20assembly.-Master.PDF - Photo #13: The propeller assembly after being turned right side up. (item 27, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152916&FileExtension=.PDF&FileName=Photo%20%2313%3A%20%20The%20propeller%20assembly%20after%20being%20turned%20right%20side%20up.-Master.PDF - Photo #14: The engine compressor stage. (item 28, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152917&FileExtension=.PDF&FileName=Photo%20%2314%3A%20%20The%20engine%20compressor%20stage.-Master.PDF - Photo #15: The engine turbine stage. (item 29, .PDF, 12 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152918&FileExtension=.PDF&FileName=Photo%20%2315%3A%20%20The%20engine%20turbine%20stage.-Master.PDF - Photo #16: Wreckage layout. (item 30, .PDF, 11 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152919&FileExtension=.PDF&FileName=Photo%20%2316%3A%20%20Wreckage%20layout.-Master.PDF - Photo #17: Flap actuator. (item 31, .PDF, 11 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152920&FileExtension=.PDF&FileName=Photo%20%2317%3A%20%20Flap%20actuator.-Master.PDF - Photo #18: Landing gear, attached to main spar, against uplocks. (item 32, .PDF, 12 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152921&FileExtension=.PDF&FileName=Photo%20%2318%3A%20%20Landing%20gear,%20attached%20to%20main%20spar,%20against%20uplocks.-Master.PDF - Photo #19: The cockpit. (item 33, .PDF, 11 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152922&FileExtension=.PDF&FileName=Photo%20%2319%3A%20%20The%20cockpit.-Master.PDF - Photo #20: Avionics after application of electrical power. (item 34, .PDF, 12 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40152923&FileExtension=.PDF&FileName=Photo%20%2320%3A%20%20Avionics%20after%20application%20of%20electrical%20power.-Master.PDF From the NTSB's public API. 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