Skiatook, OK, USA
N113JG
Velocity RG
The 20,000-hour airline transport pilot stated that the aircraft was slow to accelerate during the takeoff roll, and that it was hot with no wind. The airplane did not become airborne, and the pilot reduced power to abort the takeoff; however, the airplane exited the departure end of Runway 35 (2,900 feet usable) and the nose landing gear collapsed. According to information in the Velocity Owner's Flight Manual, the maximum gross weight for takeoff was 2,250 pounds. According to information provided by the pilot, the estimated weight of the aircraft at the time of takeoff was 1,999 pounds. At the time of the accident, the winds were reported variable at 4 knots, and the temperature at 38 degrees Celsius. The Investigator-In-Charge calculated the density altitude at 3,482 feet.
On August 23, 2003, at approximately 1413 central daylight time, a Velocity RG single-engine homebuilt aircraft, N113JG, was substantially damaged during a runway overrun at the Skiatook Municipal Airport (2F6), near Skiatook, Oklahoma. The airplane was owned and operated by a private individual. The airline transport pilot and passenger were not injured. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 cross-country flight. The flight originated at Richard Lloyd Jones Jr. Airport (RVS), near Tulsa, Oklahoma, at approximately 1300. The 20,000-hour pilot stated in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) that during the takeoff roll, the aircraft was slow to accelerate, "there was no wind and it was hot." The airplane did not become airborne, and the pilot reduced power to abort the takeoff; however, the airplane exited the departure end of Runway 35 (2,900 feet usable) and the nose landing gear collapsed before the airplane came to rest. The FAA inspector, who responded to the accident site, found the nose landing gear strut pushed aft into the support and surrounding structures of the nose landing gear compartment. The left main landing gear strut was found separated from the airframe. The outboard portions of the wooden propeller blades were shattered. Both wing tips sustained damage to the fiberglass. According to information in the Velocity Owner's Flight Manual, the maximum gross weight for takeoff was 2,250 pounds. According to information provided by the pilot, the estimated weight of the aircraft at the time of takeoff was 1,999 pounds. On the recommendation block of the NTSB Form 6120.1/2, the pilot stated that "with a fixed pitch propeller, takeoff should not have been started with no wind and the temperature over 100 degrees. The passenger weight and extra fuel was too much." At the time of the accident, the winds at 2F6 were reported variable at 4 knots, 10 statute miles visibility, sky clear, temperature at 38 degrees Celsius, dewpoint 21 degrees Celsius, and an altimeter setting of 30.00 inches of Mercury. The Investigator-In-Charge calculated the density altitude at 3,482 feet.
The pilot's delay in aborting the takeoff. A contributing factor was the high density altitude.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
