GAITHERSBURG, MD, USA
N62284
Cessna 172P
The pilot flew a 30-minute flight, landed, and taxied back for another takeoff. The airplane began the takeoff roll at the maximum allowable gross weight. The pilot rotated at 50 knots, 5 knots below the manufacturer's recommended rotation speed. The airplane pitched up and rotated to the left. The pilot said he maintained full power and attempted to regain directional control. He said, 'I did not want to change the throttle; I wanted to fly the airplane out of trouble.' The airplane departed the left side of the runway and collided with trees. Examination of the airplane revealed the elevator trim was set in the full nose-up position. The pilot reported there were no mechanical deficiencies with the airplane.
HISTORY OF FLIGHT On June 28, 1999, at 1005 eastern daylight time, a Cessna 172P, N62284, was substantially damaged during takeoff from Runway 32 at the Montgomery County Airpark (GAI), Gaithersburg, Maryland. The certificated private pilot and two passengers were not injured. Visual meteorological conditions prevailed for the local personal flight that originated at GAI. No flight plan was filed for the flight conducted under 14 CFR Part 91. In an interview, the pilot stated the purpose of the flight was to take his brother and his nephew on an orientation ride. He said that he departed GAI approximately 30 minutes before the accident, circled Sugarloaf Mountain, and returned. The pilot said the flight and the landing at GAI were uneventful. After landing, he taxied to the approach end of Runway 32 for departure. The pilot said he completed the before-takeoff checklist out loud, taxied onto the runway, and applied takeoff power without stopping. He said: "I rolled to the threshold and applied full takeoff power without stopping. I recall a smooth rollout and at 50 knots I rotated. The plane scooted left and off the runway. I did not change the throttle; the throttle remained full open. I did not want to change the throttle; I wanted to fly the airplane out of trouble. I corrected up and right. "In response, the left wing dipped. The airplane then rolled right and in a left wing up attitude, the left wing struck a bush. The rest is noise and the airplane being shook around." A Safety Board Investigator interviewed a mechanic and a flight instructor who each witnessed the accident. According to the interview summary with the mechanic: "...the airplane "seemed slow" and appeared to have an extremely nose-high attitude at the time of rotation. [The mechanic] said that after rotation there was a sideways movement, a yaw to the left, approximately 5-6 feet off the ground. The left wing became embedded in the trees, which spun the plane around 180 degrees, and the airplane landed on its belly." According to the interview summary with the flight instructor, "...the airplane seemed to 'rotate at a normal speed;' however, the angle of attack seemed higher than normal from where he was standing. As the airplane rotated, he said that it was 'shaky' and 'skewed' to the left into the wind." The accident occurred during the hours of daylight approximately 39 degrees, 10 minutes north latitude, and 77 degrees, 9 minutes west longitude. PERSONNEL INFORMATION The pilot held a private pilot certificate with ratings for airplane single engine land. His most recent Federal Aviation Administration (FAA) third class medical certificate was issued on May 11, 1999. The pilot reported 221 hours of flight experience, 114 hours of which were in the Cessna 172. AIRCRAFT INFORMATION The airplane was a 1981 Cessna 172P. The airplane was on an annual inspection program, and the last inspection was performed on October 1, 1998. The airplane had accrued 456.9 hours since its last inspection and 6,169.8 hours of total time. The pilot said there were no mechanical deficiencies with the airplane. When questioned about the airplane's airworthiness and performance, the pilot responded, "The airplane was just fine; she's sweet." METEOROLOGICAL INFORMATION The winds reported at GAI 10 minutes after the accident were from 210 degrees at 4 knots. WRECKAGE AND IMPACT INFORMATION Examination of the wreckage revealed that all major components were accounted for at the scene. The propeller blades displayed similar twisting, bending, leading edge gouging, and chordwise scratching. There were several pieces of angular cut wood along the wreckage path. Control continuity to all flight control surfaces was established. The elevator trim wheel was displaced almost fully in the "nose up" position. In a telephone interview, a representative of the Cessna Aircraft Company said the elevator trim wheel position corresponded to 13 degrees tab down (nose up), and that the takeoff position is zero degrees. ADDITIONAL INFORMATION The pilot said he did not compute weight and balance figures for the accident flight. He said the airplane's useful load was 953 pounds and that he was sure he was within the airplane's loading envelope. The pilot and his brother provided the weights for the occupants and the fuel load. The weight and balance documents for the airplane were examined and weight and balance calculations revealed the airplane weighed 2,395 pounds at takeoff on the accident flight. Maximum allowable gross weight for the airplane was 2,400 pounds. According to the Cessna Model 172P Information Manual under NORMAL TAKEOFF, Item 4: Elevator Control-LIFT NOSE WHEEL (at 55 KIAS). According to Federal Aviation Administration Advisory Circular 61-23C, Private Pilot's Handbook of Aeronautical Knowledge: "The effect of torque increases in direct proportion to engine power, airspeed, and airplane attitude. If the power setting is high, the airspeed slow, and the angle of attack high, the effect of torque is greater. During takeoffs and climbs, when the effect of torque is most pronounced, the pilot must apply sufficient right rudder pressure to counteract the left-turning tendency and maintain a straight takeoff path." The airplane was released to the owner on June 29,1999.
was the pilot's failure to obtain the proper rotation speed and his subsequent loss of directional control. A factor in the accident was the improper setting of the elevator trim.
Source: NTSB Aviation Accident Database
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