# NTSB WPR25LA029: Daher TBM700, N885CA, Pinedale, WY, October 29, 2024 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Class 3 · Limited · Final report - Date: October 29, 2024, 16:45 local (22:45 UTC) - Place: Pinedale, WY - Coordinates: 42.795903, -109.80797 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.7959&lon=-109.8080&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Structural icing](https://openairdocs.org/ntsb-events/210) - Highest injury: Serious injuries - Injuries: 1 serious, 6 minor - Status: Completed, report October 16, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: FAA Casper FSDO - NTSB case key (mKey): 195417 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR25LA029 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195417/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=195417 - Page: https://openairdocs.org/ntsb/WPR25LA029 ## Probable cause The pilot’s failure to ensure that the airplane was free of snow contamination before takeoff and to follow the manufacturer’s anti-icing procedure during continued snowfall, which resulted in an aerodynamic stall and loss of control shortly after liftoff. Contributing to the accident was the pilot’s rotation below the manufacturer’s recommended rotation speed. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Inspection: preflight inspection](https://openairdocs.org/ntsb-findings/02061510): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Socata TBM 700, 4 cases](https://openairdocs.org/ntsb-findings/02061510/cases.md?model=8682000), [All aircraft, 551 cases](https://openairdocs.org/ntsb-findings/02061510/cases.md) - [Ceiling/visibility/precip: snow](https://openairdocs.org/ntsb-findings/03035045): Environmental issues › Conditions/weather/phenomena · Effect on equipment (probable cause); cases with it: [Socata TBM 700, 2 cases](https://openairdocs.org/ntsb-findings/03035045/cases.md?model=8682000), [All aircraft, 43 cases](https://openairdocs.org/ntsb-findings/03035045/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Socata TBM 700, 6 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=8682000), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Socata TBM 700, 9 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=8682000), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [Wing structure: flight surfaces (wing)](https://openairdocs.org/ntsb-findings/01035750): Aircraft › Aircraft structures · Inadequate inspection (probable cause); cases with it: [Socata TBM 700, 1 case](https://openairdocs.org/ntsb-findings/01035750/cases.md?model=8682000), [All aircraft, 20 cases](https://openairdocs.org/ntsb-findings/01035750/cases.md) - [Aircraft capability](https://openairdocs.org/ntsb-findings/01061000): Aircraft › Aircraft oper/perf/capability · Capability exceeded; cases with it: [Socata TBM 700, 2 cases](https://openairdocs.org/ntsb-findings/01061000/cases.md?model=8682000), [All aircraft, 57 cases](https://openairdocs.org/ntsb-findings/01061000/cases.md) - [Use of equip/info: use of policy/procedure](https://openairdocs.org/ntsb-findings/02063032): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Socata TBM 700, 3 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md?model=8682000), [All aircraft, 191 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Structural icing](https://openairdocs.org/ntsb-events/210) (defining event); cases with it: [Socata TBM 700, 4 cases](https://openairdocs.org/ntsb-events/210/sequence.md?model=8682000), [All aircraft, 102 cases](https://openairdocs.org/ntsb-events/210/sequence.md) - [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240); cases with it: [Socata TBM 700, 19 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=8682000), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Initial climb: Dragged wing/rotor/float/other](https://openairdocs.org/ntsb-events/093); cases with it: [Socata TBM 700, 2 cases](https://openairdocs.org/ntsb-events/093/sequence.md?model=8682000), [All aircraft, 319 cases](https://openairdocs.org/ntsb-events/093/sequence.md) - [Initial climb: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Socata TBM 700, 19 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=8682000), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis After landing, the airplane was refueled, and six passengers boarded. During the airplane’s approximately 15-minute ground stop, a witness observed that heavy, wet snow was falling. Before taxi, the pilot used a foam brush to remove snow from the airplane. The witness further observed snow contamination on an outboard wing section after the pilot finished brushing the airplane. Heavy snowfall continued as the airplane taxied but diminished by the time the airplane began its takeoff roll. During rotation, the airplane became airborne briefly before the left wing dropped and struck terrain. According to the airplane’s pilot’s operating handbook (POH), even small accumulations of snow, frost, or ice must be removed from the wings, tail, and control surfaces during the preflight inspection. The POH also called for anti-icing fluid shortly before takeoff from a snow-covered runway. The risks of snow and ice accumulation were also addressed in a 2018 service letter (SL) from the airplane manufacturer, which stated that takeoffs with snow or ice adhering to the wings should not be attempted because such contamination could drastically affect performance due to reduced aerodynamic lift and increased drag resulting from disturbed airflow. The SL also provided recommendations for ground deicing and anti-icing procedures and emphasized the need for a pre-takeoff contamination inspection. The left wing drop shortly after liftoff was consistent with an aerodynamic stall. The stall was likely the result of snow contamination that remained on the wing after the pilot brushed the airplane; the amount of snow on the wing also likely increased as snow continued to fall during taxi. The contamination reduced aerodynamic lift and increased drag, which resulted in a loss of control shortly after takeoff. Because snow continued to fall during taxi, the lack of anti-icing fluid also left the cleaned surfaces exposed to renewed accumulation. Although Type I fluid was available for deicing, the manufacturer cautioned that it would provide inadequate anti-icing protection during snowfall unless takeoff followed deicing almost immediately. The other fluid reportedly available, Type IV, was unsuitable for this airplane. The absence of preimpact mechanical failures or malfunctions further supported an aerodynamic, rather than mechanical, explanation for the loss of control. A review of two previous accidents involving the same airplane type and similar circumstances revealed similar left-wing drops shortly after liftoff. The pilot’s reported rotation speed of 85 knots was slightly below the charted rotation speed of about 87 knots for the airplane’s reported takeoff weight. Rotating early likely further reduced the airplane’s safety margin during liftoff. ## Factual narrative On October 29, 2024, about 1645 mountain daylight time, a Daher TBM 700N (marketed as the TBM 850) airplane, N885CA, was substantially damaged when it was involved in an accident near Pinedale, Wyoming. The pilot and five passengers sustained minor injuries, and one passenger sustained serious injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight. According to a witness at Ralph Wenz Field Airport (PNA), Pinedale, Wyoming, the airplane landed and was refueled. About 40 gallons of fuel were added to each tank, and six passengers boarded the airplane during the stop. He noted that heavy, wet snow fell during the airplane’s time on the ground. The airplane was on the ground for about 15 minutes. Before taxi, the pilot used a foam brush to remove snow from the airplane. The witness observed snow contamination on an outboard wing section after the pilot finished brushing the airplane. The airport manager reported that he informed the pilot about the availability of Type I and Type IV deicing and anti-icing fluids at the airport prior to the accident flight, which the pilot declined. The heavy snowfall continued as the airplane taxied but became light when the airplane began its takeoff roll on runway 29. During rotation, the airplane became airborne briefly before the left wing dropped and struck terrain. The airplane’s left wing and fuselage sustained substantial damage. The pilot reported the runway condition as “wet and snow-wet.” Postaccident examination of the airframe revealed no evidence of preimpact mechanical failures or malfunctions that would have precluded normal operation. Flight control continuity was confirmed. The left aileron had separated during the accident sequence, but its outboard portion remained attached to the aileron linkage and moved appropriately when establishing continuity with the control columns. The flaps measured near the takeoff setting of 10°. The pilot reported a takeoff gross weight of about 6,939 pounds, which was below the maximum takeoff weight of 7,394 pounds. The airplane’s estimated center of gravity was within limits. The pilot stated that he used a rotation speed of 85 knots. The POH takeoff performance chart indicated a rotation speed of about 87 knots for the reported takeoff weight. About 2,400 ft down the runway, the airplane started to turn left, and impact markings were consistent with the left wing striking terrain beyond the runway’s edge. The airplane continued on a heading about 20° left of the runway heading until it came to rest on a dirt berm about 300 ft from the runway edge. Numerous small airplane fragments were distributed along the debris path from the initial left-wing impact to the main wreckage. According to the POH, even small accumulations of frost, ice, or snow must be removed from the wings, tail, and control surfaces during the preflight inspection. For takeoff from a runway covered with melting or untamped snow, the POHdirects pilots to apply anti-icing fluid to the wings, stabilizers, movable surfaces, and landing gear wells shortly before takeoff. For an icy or tamped-snow runway, it directs application to the wings, stabilizers, and movable surfaces. A service letter (SL) from the airplane manufacturer stated that takeoffs with snow or ice adhering to the wings should not be attempted because such contamination could drastically affect performance due to reduced aerodynamic lift and increased drag resulting from disturbed airflow. The SL described mechanical removal and one- and two-step ground deicing and anti-icing procedures and called for a pre-takeoff contamination inspection. The airport manager reported that Type I and Type IV fluids were available on the day of the accident. The SL identified Type I fluid for deicing and Type III fluid for anti-icing, but cautioned that Type I provides inadequate anti-icing protection during snowfall unless takeoff follows deicing almost immediately. It advised against using Type II or Type IV fluid on the TBM 700 because of its low rotation speed. The pilot stated that ensuring all hard surfaces, including the ramp, taxiway, and runway, were completely plowed before engine start might have prevented the accident. The POH stated that the airplane’s maximum occupancy was limited by the installed approved seating configuration but could not exceed six people, including the pilot. The pilot and six passengers were aboard the airplane. A review of two National Transportation Safety Board accident reports involving the same airplane type revealed similar accidents after the pilots failed to ensure ice and snow had been removed from the airplane’s surfaces before takeoff. In CEN12LA153, the left wing dropped just after the airplane became airborne during takeoff. Similarly, in the CEN24FA046 report, a witness reported that the takeoff appeared to be normal before the left wing dropped shortly after rotation. The airplane manufacturer stated that the left wing would typically stall first, which was expected behavior for a conventional single-engine airplane equipped with a clockwise-turning propeller. The accident airplane had a weather radar pod installed on the left wing; however, manufacturer flight tests conducted without the pod also resulted in the left wing stalling first. ## Aircraft - Registration: [N885CA](https://openairdocs.org/aircraft/N885CA), registered now, S/N 363 (OpenAirDocs) - Reported make and model: DAHER TBM700 (N) - Registry model: [Socata TBM 700](https://openairdocs.org/model/socata-tbm-700) (registry code 8682000) (OpenAirDocs) - Category: Airplane - Serial number: 363 - Airframe hours: 2400 - Engines: Pratt & Whitney PT-6 66D 850 horsepower turbo prop - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Grand Air LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 28, 2024 - Flight plan: IFR - Airport: KPNA, Ralph Wenz Field Aieport, runway 29, 8,900 × 100 ft - Equipment: Electronic primary flight display, Auto-pilot, ADS-B, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 51; injuries: minor; private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review May 7, 2024; seat: left; restraint: lap only; flight hours: 2,200 total, 500 in this make and model, 2,060 as pilot in command, 75 in the last 90 days, 21 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Visibility: 4 statute miles - Lowest ceiling: 3,200 ft broken - Temperature: 30 °F, dew point 28 °F - Altimeter: 29.72 inHg - Observed at: KPNA - METAR: KPNA 292235Z AUTO 4SM -SN SCT006 BKN032 OVC040 M01/M02 A2972 RMK AO2 ## 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 20241029020249A](https://openairdocs.org/incident/20241029020249A), Oct 29, 2024: Socata TBM 700, Pinedale, WY, Substantial damage. High torgue of engine on takeoff possibly the cause to start the roll of the aircraft over after takeoff. Pilot cut power and landed hard on runway causing… ## Docket (6 files) The files NTSB released with the investigation on October 16, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=195417. 6.2 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 10 pages, 3.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=21032889&FileExtension=pdf&FileName=NTSB_6120_Redacted-Rel.pdf - Memorandum for records (item 2, PDF, 4 pages, 78 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=21040828&FileExtension=pdf&FileName=Memo%20for%20Records%20Final%202-Rel.pdf - Airframe examination summary report (item 3, PDF, 9 pages, 786 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20901885&FileExtension=pdf&FileName=WPR24LA029%20Airframe%20Examination%20%20Report%20%20Final%201-Rel.pdf - POH excerpts (item 4, PDF, 10 pages, 246 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=21031972&FileExtension=pdf&FileName=POH%20Excerpts%20Final-Rel.pdf - Daher socata service bulletin (item 5, PDF, 8 pages, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20902357&FileExtension=pdf&FileName=Daher%20Socata%20Service%20Bulletin%20Rev%202-Rel.pdf - Weight and balance calculations (item 6, XLSX, 74 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20902693&FileExtension=xlsx&FileName=TBM_W%26B_MSN363-Rel.xlsx From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.