Socata TBM 700 | N700PT

DTSB: The DTSB determines the Probable Cause of this accident to be Pilot Error, in that owner (left seat) and private pilot friend elected to attempt an instrument approach to runway 12 at KEFT during very low IMC conditions. The accident aircraft was very new to both pilots, the aircraft change of registration became listed on 12/4/2025. The accident pilot used MARKM intersection as the IAF, which resulted in a high speed 90 degree left turn to join the final approach course. The aircraft over shot the final approach course and attempted to rejoin from the south side, crossing the FAF (IGOGY) on altitude, but too fast to descend and get stabilized. The accident pilots likely never saw the runway environment in low fog, and arriving 47 minutes past local sunset. The total distance from the FAF to the runway was only 3.8 nm and required a descent gradient of 321 feet per nautical mile to reach the publish MDA. The aircraft was never stabilized laterally, vertically, or on Vref, and attempted to side step laterally to the left in a likely circling attempt to runway 30. At the right mid field downwind point, the accident pilots elected to perform a missed approach (Go-Around) and pulled excessively on the control yoke while still in a non clean configuration. The aircraft stalled and rolled to the left, impacting parked equipment at a local gravel pit and exploding on impact. The debris field is long and oriented on a path consistent with the flight path and left rolling stall during the go around. It is not yet clear how much training was received by the accident pilot in the accident aircraft associated with the new purchase. The accident occurred in the hometown of the accident pilot (owner) so likely there was a reason and increased incentive for needing to be in Monroe that night, given the extreme low IFR weather conditions at the time.

NTSB: NONE

DTSB: The DTSB recommends that all pilots of all aircraft rehearse and condition themselves to be able to perform a go-around, or missed approach both visually, and in IMC conditions. The act of adding power and raises the nose and significant downward control force is required to keep the aircraft from exceeding critical angle of attack. The DTSB strongly recommends that during a go-around, pilots should add power, force the nose to level (visually or via the attitude indicator) reduce flaps to mid position, retract gear, and THEN start a climb when DMMS is attained. Climb on DMMS. Pilots should bug, brief and fly DMMS and not allow the aircraft to climb during any missed approach or go-around until DMMS has been achieved.

NTSB: NONE