Plymouth, FL, USA
N52186
Cessna 172P
The certified flight instructor (CFI) stated that during the initial climbout from Sanford he noticed a slight, brief engine vibration however the gauges were within normal limits and continue with the flight. While performing touch-and-go landings at Orlando Country Airport, the student reported to him that the airplane was not performing/climbing normally on upwind. According to the CFI during takeoff following a touch-and-go demonstration to the student, while in ground effect, the engine "sputtered" and he was unable to establish a positive climb rate. He initiated precautionary landing with one-third of the runway remaining. He states he then applied the brakes until the airplane departed the departure end of the runway impacting a ditch. The CFI and the student pilot stated, in similar initial on-scene written statements to the Orange County Sheriff's Office, that the takeoff "did not go as planned" and that they needed to collect their thoughts before giving a statement to the FAA. A witness to the accident stated hearing the accident airplane power up and power down before the sound of brakes locking up. An examination of the engine revealed the number one cylinder's spark plugs were fouled with lead and oil. The nearest reported winds to the accident site were from 310 degrees at 5 knots at the Orlando Executive Airport, Orlando, Florida. At the time of the accident, the pilots were conducting touch-and-go landings on runway 15, published runway length of 2,675 feet in length by 120 feet in width.
On July 20, 2003, about 1045 eastern daylight time, a Cessna 172P, N52186, registered to and operated Delta Connection Academy impacted with a ditch at the Orlando Country Airport, Plymouth, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the Title 14 CFR Part 91 instructional flight. The airplane incurred substantial damage. The commercial-rated pilot/certified flight instructor and commercial-rated student pilot reported no injuries. The flight had originated from the Sanford Airport, Orlando, Florida, at about 1015. The certified flight instructor (CFI) stated that during the initial climbout from Sanford he noticed a slight, brief engine vibration however the gauges were within normal limits. While performing touch-and-go landings at Orlando Country Airport, the student reported to him that the airplane was not performing/climbing normally on upwind. The CFI added that while he was demonstrating an approach and landing, he landed 200 feet past the threshold, set the flaps at ten degrees for a soft field takeoff, and added full power. While in ground effect, the engine "sputtered" and he was unable to establish a positive climb rate. He increased the pitch to obtain 56 KIAS to initiate a short field procedure. He stated that due to lack of performance at midfield, he aborted the takeoff and landed the airplane with one-third of the runway remaining. He initially applied full brakes and then applied the brakes in spurts to prevent skidding. He continued applying brakes until the airplane ran out of usable runway and overrun finally encountering a ditch. The commercial-rated student pilot stated that his first two approaches into Orlando Country were too high on final, so two go-arounds were initiated and the third approach resulted in a normal touch and go landing. On his next approach his airspeed was excessive, so he initiated a go around. At this point the CFI took control of the aircraft to demonstrate a soft-field landing. After the touch and go, while in ground effect, there was a brief engine "hiccup" therefore the CFI decided to abort the takeoff. The airplane touched down approximately two-thirds to three-quarters down the runway and the power was reduced to idle and full brakes were applied. They began to lose directional stability and veered to the left at the end of the runway to avoid other vehicles and the airplane overshot the runway. The commercial-rated student pilot did not report any mechanical abnormalities or performance deficiencies to the airplane prior to the engine "hiccup" in his statement. Both pilots stated, in similar initial on-scene statements to the Orange County Sheriff's Office, that the takeoff "did not go as planned" and that they needed to collect their thoughts before giving a statement to the FAA. A witness to the accident stated hearing the accident airplane power up and power down before the sound of brakes locking up. An FAA oversight examination of the engine revered no abnormalities to the engine except for the number one cylinder's spark plugs. The top plug was found fouled with lead and both electrodes were bridged. The lower plug was found fouled with oil and lead. The nearest reported winds to the accident site were from 310 degrees at 5 knots at the Orlando Executive Airport, Orlando, Florida. At the time of the accident, the pilots were conducting touch-and-go landings on runway 15. The published runway length for runway 15 at Orlando Country Airport is 2,675 feet in length by 120 feet in width.
The pilot's continue operation with known deficiencies (engine vibration) resulting in a partial loss of engine power during climb after takeoff and overrun of the runway during the aborted takeoff.
Source: NTSB Aviation Accident Database
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