West Milford, NJ, USA
N6257R
Cessna 172RG
After performing slow flight and stall maneuvers, the flight instructor and the private pilot continued to the airport to practice takeoffs and landings. The accident occurred while attempting a soft-field takeoff. The private pilot applied full power, pulled the nose of the airplane up "really high", and the tail of the airplane struck the ground. The airplane drifted to the right side of the runway. The instructor took the flight controls and attempted to recover it. He tried to abort, and reduced the power, but the airplane continued to the left, struck a berm, nosed over, and came to rest inverted.
On August 11, 2002, about 1930 eastern daylight time, a Cessna 172RG, N6257R, was substantially damaged when it collided with a berm during a takeoff roll at Greenwood Lake Airport (4N1), West Milford, New Jersey. The certificated flight instructor and the certificated private pilot were seriously injured. Visual meteorological conditions prevailed for the flight that departed Teterboro Airport, Teterboro, New Jersey, and no flight plan was filed. The instructional flight was conducted under 14 CFR Part 91. According to the private pilot, the purpose of the flight was to practice maneuvers required to obtain a Federal Aviation Administration (FAA) commercial pilot certificate. While en route to Greenwood Lake, the pilot performed slow flight and stall maneuvers, then continued to Greenwood Lake where he performed two takeoffs and landings. The accident occurred during the third takeoff, as the pilot attempted a "soft-field takeoff" from runway 24. According to the pilot, he applied full power with full up elevator applied. As the airplane left the ground, he adjusted the pitch attitude to achieve the best angle-of-climb airspeed (Vx) of 67 knots. He then lowered the pitch attitude to achieve 100 knots airspeed. Once he achieved 100 knots, he then increased the pitch attitude again to achieve his best angle-of-climb speed. When the pilot raised the nose of the airplane, the elevator control felt "mushy", the airplane would not respond to his control inputs, and the airplane descended. The instructor took control of the airplane, could not arrest the descent, and the airplane departed the left side of the runway. The airplane continued off the left side of the runway, struck a berm, nosed over, and came to rest inverted. The pilot was asked to describe the performance and handling of the airplane, and he said that the airplane was perfectly normal and that nothing was unusual. The flight instructor provided a similar accounting of events prior to the accident takeoff. He said that prior to the departure from Teterboro, he and the pilot discussed the purpose of the flight, and the maneuvers that would be performed. According to the instructor, the accident occurred during the private pilot's attempt at a "soft-field takeoff." The private pilot applied full power, pulled the nose of the airplane up "really high", and the tail of the airplane struck the ground. The airplane drifted to the right side of the runway. The flight instructor took the flight controls and attempted to recover it. When the flight instructor took over the flight controls, the airplane was about 3 to 5 feet above the ground, and turning to the left. He could not correct the left turn with a right rudder input, and the airplane continued off the left side of the runway until it collided with the berm and nosed over. The flight instructor was asked if he reduced engine power after he took the flight controls, and he said that he thought he did, but could not remember how much power he reduced. When asked about the performance and handling of the airplane, the instructor said he noted no anomalies. Two FAA inspectors examined the wreckage and the scene on August 12, 2002. One inspector stated that the estimated ground track of the airplane was discernable due to tire marks, skid marks, scuffmarks, broken runway lights, and the scatter of debris. A wreckage diagram prepared by the inspectors showed that the ground track departed the right side of the runway 813 feet beyond the approach end of runway 24. The ground track re-entered the runway 1,293 feet beyond the approach end of the runway. The ground track crossed the runway, oriented about 195 degrees, and exited the runway again about 1,900 feet beyond the approach end of runway 24. The ground track, ground scars, and debris continued an additional 280 feet to the main wreckage. The airplane came to rest about 2,180 feet beyond the approach end of the runway, and 67 feet left of the runway edge. The private pilot held ratings for airplane single engine land and instrument airplane. His most recent FAA first class medical certificate was issued March 8, 2002. The private pilot reported 200 hours of flight experience, all of which were in the Cessna 172. He said he had 2 hours of flight experience in the Cessna 172RG. The flight instructor held a commercial pilot certificate with ratings for airplane single engine land, multi-engine land, and instrument airplane. He also held a flight instructor certificate with a rating for airplane single engine land. The flight instructor's most recent FAA first class medical certificate was issued November 20, 2001. The flight instructor reported 1,815 hours of flight time, with 1,425 hours as a flight instructor. According to FAA Advisory Circular AC-61-23C, 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 private pilot's excessive rotation and the flight instructor's delayed remedial action.
Source: NTSB Aviation Accident Database
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