MARIETTA, OK, USA
N177MM
Piper PA-24-180
The pilot stated that 'the winds were light to variable from the northeast and I decided to takeoff to the north.' He said that the first half of the runway was down hill and the second half was up hill; this was followed by a 100 foot wide 'canyon,' and then by rising terrain. He said that approximately one third of the way down the airstrip, a 'slightly elevated' road crossed the runway which was 'very rough to transition' during takeoff roll. The pilot reported that he 'immediately raised the landing gear and flaps when he became airborne.' He stated that 'after flying over the canyon, he noticed that the airplane seemed to fall out from under him.' The pilot stated that he 'elected to belly the airplane in on the grassy area, on the rising terrain, prior to the trees.' The Pilot's Operating Handbook states: 'On takeoff, do not retract the gear prematurely. The aircraft may settle and make contact with the ground because of lack of flying speed, atmospheric conditions or rolling terrain.' The pilot stated to the FAA inspector that 'the aircraft might have been able to out climb the terrain had he not retracted the flaps.' The end of civil twilight was 2033.
On August 22, 1997, approximately 2020 central daylight time, a Piper PA-24-180, N177MM, was substantially damaged following a loss of control during takeoff from McGehee Catfish Restaurant Airstrip near Marietta, Oklahoma. The private pilot and three passengers were not injured. The airplane was operated by a private individual under Title 14 CFR Part 91. Visual meteorological conditions prevailed (the end of civil twilight was 2033) for the personal cross country flight that was originating from at the time of the accident. No flight plan had been filed and the intended destination was Chickasha, Oklahoma. In an interview with the Investigator-In-Charge (IIC), the pilot said "this was an unfamiliar airport." He reported that "it looked like it had rained at the strip the night before." The pilot stated that "the winds were light to variable from the northeast and I decided to takeoff to the north" (runway 35, 2450 feet in length and 55 feet in width). He said that the first half of the runway was down hill and the second half was up hill; this was followed by a 100 foot wide "canyon," and then by raising terrain. According to the pilot, he used one notch of flaps for takeoff (approximately 9 degrees). He said that he performed an engine run-up and that the beginning of the takeoff roll felt normal. The pilot stated that there was a road which crossed the runway approximately one third of the way down the runway which was "slightly elevated" and "very rough to transition." The pilot reported that he "immediately raised the landing gear and flaps when he became airborne." He stated that "after flying over the canyon, he noticed that the airplane seemed to fall out from under him." The pilot stated that he "elected to belly the airplane in on the grassy area, on the rising terrain, prior to the tree line on the top of the hill." The Pilot's Operating Handbook (POH) printed by the airplane's manufacturer states: "On takeoff, do not retract the gear prematurely. The aircraft may settle and make contact with the ground because of lack of flying speed, atmospheric conditions or rolling terrain." The POH further states that "the landing gear is retracted or extended in 7 seconds." The POH refers to the use of flaps for takeoff as "zero or partial flap for takeoffs"; there is no reference in the POH to specific procedures for short field or soft field takeoffs. The pilot stated to the FAA inspector that "the aircraft might have been able to out climb the terrain had he not retracted the flaps."
The pilot's failure to follow procedures/directives for takeoff. Factors were the runway's rough/uneven condition and the hilly terrain on the departure end of the runway.
Source: NTSB Aviation Accident Database
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