Lowell, AR, USA
N9425M
Cessna 182P
The 56.9-hour private pilot who was receiving instruction from a certified flight instructor lost control of the airplane during takeoff/initial climb and flew into the tops of several trees before impacting water 300 feet beyond the departure end of the runway. Examination of the airplane revealed that the flaps were up. There was also a quartering left tailwind of 9 knots, with a density altitude of 2,376 feet. The length of the private grass airstrip was 1,971 feet long. Using assumptions for accident conditions, the airplane manufacturer calculated a required takeoff roll of 1,910 feet to clear a 50-foot obstacle.
On May 22, 2005, approximately 1000 central daylight time (CDT), a Cessna 182P, N9425M, was substantially damaged when it impacted trees and water following a loss of control during takeoff initial climb from the Circle S Farms Airport (AR91), near Lowell, Arkansas. The certified flight instructor was seriously injured, and the private pilot receiving instruction sustained minor injuries. The airplane was registered to and operated by Rutledge Air LLC, of Smackover, Arkansas. Visual meteorological conditions prevailed and a flight plan was not filed for the Code of Federal Regulations Part 91 instructional flight. The local flight was originating at the time of the accident. The 56.9-hour private pilot receiving instruction reported in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) that after performing three touch-and-go landings at the Springdale Municipal Airport, near Springdale, Arkansas, they decided to fly to AR91, a private grass airstrip. Upon arriving at AR91, they performed a low approach to the runway, looking for any obstructions on or around the runway. The pilot stated that after completing the low approach, they remained in the traffic pattern and decided to conduct a soft field landing to runway 18. After an uneventful landing on runway 18, the pilot continued to taxi the airplane to the departure end for a takeoff in the opposite direction on runway 36. The pilot stated that during takeoff on runway 36 he had to "hold a lot of back pressure on the yoke to get off into ground effect." The pilot added that "as the airplane was trying to get into ground effect, the airplane was being blown to the right," and he made a "slight correction by turning to the left." The airplane's left wheel "caught the ground," and the airplane skipped back into the air. The pilot also stated that "the skip redirected the airplane to the left," and into the tops of trees near the departure end of the runway. Subsequently, the airplane impacted water approximately 300 feet from the end of the runway, and came to rest upright about 75 feet from shore in 5-6 foot of water. The published runway dimensions from Air Nav, LLC, Morganville, New Jersey, for AR91 show runway 36/18 to be 1,700-feet long and 50-feet wide. The Global Positioning System (GPS) coordinates recorded at the accident site by a representative from Cessna Aircraft Company measured the length of runway 36/18 to be 1,971 feet long, which was requested by and sent to the airport owner who had recently reported extra land had been cleared to increase the length. The pilot reported the runway length to be 2,300 feet. Examination of the airplane by an Federal Aviation Administration (FAA) inspector, who responded to the site of the accident, revealed that the propeller was separated from the engine at the attachment flange. The empennage was also separated from the fuselage. Examination of the airplane was conducted on June 2, 2005, at the facilities of Dawson Aircraft, near Clinton, Arkansas, by representatives from Cessna Aircraft Company and Teledyne Continental Motors under the supervision of the NTSB investigator-in-charge. The examination revealed that the flap actuator was in the full "up" position. The flap indicator was observed in a "midrange" setting, and the flap position handle was observed in the "up" position. The right flap actuator rod was separated from the bell crank. Flight control continuity was established throughout the airplane. Examination of the engine revealed that rotational continuity was established throughout the engine when the propeller was rotated by hand. Compression was noted on all cylinders except cylinder #3. However, the #3 piston moved when the engine was rotated. Both magnetos would not produce spark when rotated by hand. When disassembled, both magnetos were found to be full of water. The top spark plugs were removed and when compared to the Champion Aviation Check-A-Plug Wear Guide (Part Number AV-27), they displayed signatures consistent to normal operation. Performance numbers for a C-182P airplane calculated by a representative from the Cessna Aircraft Company revealed that with takeoff performance assumptions for flaps 0 degrees, dry/grass runway, 7 knots tailwind, 2,500 pound gross weight, and temperature of 80 degrees Fahrenheit, the airplane would require a takeoff roll of 1,910 feet to clear a 50-foot obstacle. The pilot reported the weather at the time of the accident was wind 230 degrees at 9 knots, visibility 10 miles, clear sky, temperature 80 degrees Fahrenheit, dew point 58 degrees Fahrenheit, and an altimeter setting of 29.97 inches of Mercury. At 0948, the automated weather observation at the Springdale Municipal Airport, near Springdale, Arkansas, located 5 miles southwest of the accident site, reported wind from 170 degrees at 7 knots, visibility 10 statue miles, scattered cloud ceiling at 10,000 feet, broken cloud layer at 25,000 feet, temperature 73 degrees Fahrenheit, dew point 63 degrees Fahrenheit, and an altimeter setting of 29.98 inches of Mercury. Using these weather conditions, the NTSB IIC calculated the density altitude to be 2,376 feet, and pressure altitude to be 1,146 feet.
The instructor's inadequate supervision and the second pilot's inadequate planning/decision to assure adequate takeoff performance to clear obstacles. Contributing factors were the prevailing quartering tailwind, the pilots selection of the wrong runway, and a high density altitude.
Source: NTSB Aviation Accident Database
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