Colorado Springs, CO, USA
N27LA
Cessna 172
The pilot reported that, during a touch-and-go landing, he applied full power to take off and, although the airplane departed the runway surface about 50 knots, it did not accelerate, and the airspeed decreased. The airplane began exhibiting characteristics consistent with a stall and he lowered the nose. The airplane then settled back onto the ground slightly off the left side of the runway surface and continued through a grassy field, a fence, and a ditch. The airplane nosed over and came to rest inverted, resulting in substantial damage. Witnesses reported observing the airplane in a nose-high attitude before it descended from view. The flaps were found extended to 40° at the accident site. The density altitude at the time of the accident was about 7,386 ft, and there was an approximate 4-knot tailwind for the landing runway, which had a 1.4% upslope. According to the Federal Aviation Administration Airport/Facility directory, the opposite runway was recommended for touch-and-go landings in tailwind conditions up to 5 knots. According to the manufacturer's takeoff performance chart, there was adequate runway available for takeoff; however, given the high-density altitude, the tailwind, and the runway upslope, the distance required to conduct a touch-and-go landing and takeoff distance were significantly increased, which resulted in the airplane’s inability to become airborne within the remaining runway.
On November 20, 2018, about 0930 mountain standard time, a Cessna 172 airplane, N27LA, was substantially damaged when it was involved in an accident near Colorado Springs, Colorado. The commercial pilot and passenger sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that, after departure, they flew to a different airport and conducted three uneventful touch-and-go landings. He then proceeded to the accident airport and performed a straight-in approach to runway 33. He approached the runway at a normal speed of 60 knots with the flaps fully down and the "mixture set appropriately for the 7,000-ft field elevation"; he did not apply carburetor heat. The airplane landed, and he added full power, raised the flaps, and raised the nose to take off. The airplane became airborne about 50 knots but did not accelerate; instead, the airspeed decreased to about 45 knots. The airplane began exhibiting characteristics consistent with a stall, and he lowered the nose. The airplane settled back onto the ground slightly off the left side of the runway surface and rolled through a grassy field, a fence, and impacted a ditch. The airplane nosed over and came to rest inverted. Witnesses reported observing the airplane in a nose-high attitude before it descended from view. Shortly thereafter, they observed people running toward the airplane. Examination conducted by a Federal Aviation Administration (FAA) inspector revealed that the flaps were fully extended. The flap indicator in the cockpit displayed 40°. Weather about the time of the accident was reported as wind from 130° at 4 knots, temperature 9°C, dewpoint -11°C, and an altimeter setting of 30.26 inches of mercury, which corresponded to a density altitude of about 7,386 ft. According to the FAA Airport/Facility Directory, "runway 15 is recommended for takeoff, touch and go landings when effective tailwind is less than 5 knots". The directory stated that runway 33 had an upslope of 1.4%. Runway 15/33 was 60 ft wide and about 6,000 ft long. The takeoff performance chart in the 172M Pilot Operating Handbook indicates the following airplane configuration and environmental conditions during takeoff: Flaps up; full throttle prior to brake release; zero wind; and a paved, level, dry runway. The notes section stated, "for operation with tailwinds up to 10 knots, increase distances by 10% for each 2 knots." It further stated, "prior to takeoff from fields above 3,000 feet elevation, the mixture should be leaned to give maximum RPM in a full throttle, static runup."
The pilot's decision to perform a touch-and-go landing at a high-density altitude airport, with a tailwind, and on an upsloping runway, which resulted in decreased airplane performance and the airplane’s inability to become airborne within the available runway.
Source: NTSB Aviation Accident Database
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