Selma, CA, USA
N6175L
AMERICAN AA-1
The airplane collided with a berm during the takeoff initial climb. The pilots reported the airplane seemed to accelerate normally. When the airplane obtained an airspeed of 65 knots, the airplane became airborne but settled back onto the runway. The pilot continued the attempted takeoff, the aircraft accelerated to 70 knots and he rotated again, but the airplane never got out of ground effect. The pilot saw the berm at the end of the runway and tried to turn the airplane parallel to the berm. The airplane impacted the berm and flew into the air, coming to rest on the other side of the berm. The pilot reported no loss of power or any mechanical malfunctions with the airplane. The computed weight and balance for the accident flight indicated that the airplane exceeded the certificated maximum gross weight by 107 lbs. The computed center of gravity was 2.8 inches forward of the most forward allowable center of gravity.
HISTORY OF FLIGHT On March 13, 2004, about 1505 Pacific standard time, an American AA-1, N6175L, impacted terrain during takeoff at Selma Airport (0Q4), Selma, California. The owner/pilot was operating the airplane under the provisions of 14 CFR Part 91 for the personal local flight. The commercial pilot and pilot rated passenger were not injured; the airplane sustained substantial damage. Visual meteorological conditions prevailed, and no flight plan had been filed. The wreckage was at 36 degrees 34 minutes north latitude and 119 degrees 39 minutes west longitude. The pilot reported that he and his passenger were intending to do a couple of touch-and-go takeoffs and landings at Selma. During the first takeoff, the airplane seemed to accelerate normally. When the airplane obtained an airspeed of 65 knots, the airplane became airborne, but settled back onto the runway. The airplane accelerated to 70 knots and rotated again, but the airplane never got out of ground effect. The pilot saw the berm at the end of the runway and tried to turn the airplane parallel to the berm. The airplane impacted the berm and flew into the air, coming to rest on the other side of the berm. The Federal Aviation Administration (FAA) inspector interviewed the pilot after the accident. The pilot reported no loss of power or any mechanical malfunctions with the airplane. On March 15,2004, the pilot submitted a Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2). He reported no mechanical failures or malfunctions with the airplane during the accident flight. In September of 2004, the owner/pilot reported to the National Transportation Safety Board investigator-in-charge (IIC) that during an inspection by the insurance company, the throttle linkage to the engine was observed to be broken. The IIC contacted the insurance adjuster and obtained photographs of the broken linkage. A review of the photographs showed the linkage arm was bent, and the fracture surfaces of the linkage fitting were cupped. PERSONNEL INFORMATION A review of FAA airman records revealed that the pilot held a commercial pilot certificate with ratings for airplane single engine land and instrument airplane. The pilot held a certified flight instructor (CFI) certificate with ratings for airplanes single engine and instrument airplane. The pilot held a second-class medical certificate issued on June 03, 2003, with limitations that the pilot must wear corrective lenses for distant vision and possess glasses for near and intermediate vision. An examination of the pilot's logbook indicated an estimated total flight time of 2,151 hours. He logged 9 hours in the last 90 days, and 7 hours in the last 30 days. He estimated 250 hours total flight time in the accident make and model. He satisfactorily completed a Certified Flight Instructor Instrument (CFII) examination on June 17, 2003. AIRCRAFT INFORMATION The airplane was a Grumman American AA1, serial number AA1-0375. A review of the airplane's logbook revealed a total airframe time of 2,450.2 hours at the last annual inspection. The logbook had an entry for an annual inspection dated August 21, 2003. The tachometer read 330.8 at the last inspection. The tachometer read 346.7 at the accident scene. The engine was a Textron Lycoming O-320-A1B engine, serial number RL-1233-27AC. Total time on the engine at the last annual inspection was 330.8 hours. The FAA inspector obtained the current weight and balance for the airplane dated August 29, 2003. The empty weight of the airplane was 1,146.2 lbs. A review of the airplane's records on file with the FAA revealed a form 337, dated April 16, 1982, which increased the maximum allowable gross weight of the airplane to 1,560 lbs. The pilot and passenger reported their body weights as 195 lbs each. The pilot reported that there was about 20 gallons of fuel on board at the time of the accident. A computation of the weight and balance of the accident flight revealed the following results: The airplane's total weight was 1,667.2 lbs. The center of gravity (CG) was 79.70 inches. A review of the CG envelope chart for the airplane showed that the most forward allowable CG was 82.5 inches at 1,560 lbs. METEOROLOGICAL INFORMATION The closest weather reporting station was Fresno Air Terminal (FAT), Fresno, California. Weather reported at 1456 was skies clear; temperature 79 degrees; dew point 55 degrees; and winds variable at 3 knots. FAT was located 14 miles northwest of the accident site. Witnesses at the accident reported similar weather conditions. AIRPORT INFORMATION The Airport/Facility Directory, Southwest U. S., indicated that Selma Airport runway 28 was 2,490 feet long and 50 feet wide. The runway surface was composed of asphalt.
The pilot's inadequate preflight planning, which failed to assure adequate takeoff performance, and his failure to abort the takeoff. The aircraft inadequate weight and balance was a contributing factor.
Source: NTSB Aviation Accident Database
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