History of Flight
On June 12, 2008, at 1700 mountain daylight time, a Cessna 172S, registration N233GW, sustained substantial damage when it impacted terrain shortly after takeoff at Beaver Municipal Airport (U52; elevation 5,863 feet), Beaver, Utah. The commercial pilot and one passenger received minor injuries, and a second passenger was seriously injured. Leading Edge Aviation, Ogden, Utah, was operating the airplane under 14 CFR Part 91. Visual meteorological conditions prevailed for the cross-country flight, which was originating at the time of the accident. A flight plan had not been filed.
A local law enforcement officer, who was among the first responders, reported that the pilot stated he took off "going south, up hill. [The airplane] got airborne. The field was coming at him. As he pulled back on the stick, he pulled the airplane into a stall. The engine stalled and the plane fell nose first back to the ground."
In the pilot's NTSB report dated June 20, 2008, he reported that the initial departure from Ogden, Utah, was approximately 1100. The flight to Beaver was uneventful, landing about 1300. He fueled the airplane "so it had 28 gallons on board" for the return trip. Approximately 1630, he returned and prepared for departure. He listened to the ASOS and observed the windsock. While preflighting, a Beechcraft King Air Life Flight landed on runway 13. The pilot stated that all three wind aids indicated a southern departure.
According to the pilot, he taxied for runway 13 and departed using "a short field takeoff technique with zero flaps." Immediately after takeoff, the flight encountered wind gusts and wind shear. The engine momentarily lost performance and sputtered. He checked the mixture control and throttle. He maneuvered to avoid power lines and a circular irrigation system. The pilot said he "never noticed any stall buffet, sloppiness in flight control, stall horn or stall itself." The airplane "sank quickly" and he nosed it over to avoid a stall; the next thing he recalled was being "nose down in the dirt."
Personnel Information
The 23-year-old pilot held a commercial pilot certificate with single and multiengine land and instrument ratings, and was a flight instructor in those categories. His most recent first-class FAA medical certificate was issued January 16, 2008. He reported 231 total flight hours, 175 as pilot-in-command. Approximately 100 hours were in single-engine aircraft, with 17 in the accident make and model. He completed his flight instructor check ride on May 25, 2008.
The operator reported the pilot received a checkout in the airplane the day before the accident. The flight instructor asked him to perform weight and balance calculations for the planned flight to Beaver. The pilot originally planned to take three passengers but after calculations decided to take only two.
Aircraft Information
The airplane was a 2002 Cessna 172S, single-engine, four-seat, with dual controls. It was powered by a Lycoming IO-360-L2A engine rated at 180 hp. It had two wet wing fuel tanks, each holding 28 gallons total (26.5 usable). Maximum takeoff gross weight was 2,550 pounds; empty weight was 1,717 pounds. Using the pilot's estimated 28 gallons fuel on board, takeoff weight was calculated at 2,486 pounds. Using estimated drained fuel of 44 gallons (less 3 unusable), takeoff weight was 2,564 pounds.
The POH states: for short field takeoff, wing flaps 10 degrees, brakes apply, throttle full open, mixture rich (above 3,000 feet lean for maximum rpm), brakes release, elevator control slightly tail low, climb speed 56 KIAS until obstacles cleared. For fields above 3,000 feet elevation, mixture should be leaned for maximum rpm in static runup. The engine manufacturer's table shows that at density altitude 7,457 feet, maximum output of 180 hp would be reduced to 138 hp when properly leaned.
Meteorological Information
At 1652, Milford Municipal Airport (MLF; 5,039 feet elevation, 290 degrees, 19 nm from accident site) reported: wind 020 at 11 knots gusting 16, clear, temperature 72°F, dew point 14°F, altimeter 30.14 inHg, density altitude 6,851 feet.
Beaver Municipal Airport ASOS at 1700: wind 330 at 8 knots gusting 14, visibility 10 nm, clear, temperature 66°F, dew point 23°F, altimeter 30.20 inHg, density altitude 7,457 feet.
Wind variable during preflight and departure: 1640—340/5; 1645—360/7; 1650—350/11; 1655—360/11 gust 14; 1700—330/8 gust 14; 1705—360/12 gust 19; 1710—310/12 gust 19; 1715—300/9 gust 19; 1720—030/3.
The King Air pilot reported winds at landing (approx 1643) variable 330-350 at 5-10 knots, clear, no wind shear or hazards.
Airport Information
Beaver Municipal Airport is non-towered with CTAF 122.9 MHz. Runway 13/31 is 4,984 feet long, 75 feet wide. Runway 13 has a 1.5% uphill gradient. Surrounding terrain is flat agricultural land, rising to the south at about 150 feet per nautical mile. ASOS on frequency 119.925 MHz. Segmented circle windsock located about 975 feet from transient parking and 875 feet from taxiway-runway junction.
Wreckage and Impact Information
The airplane came to rest in an alfalfa field about 2,850 feet from the end of runway 13, and about 1,000 feet right of runway centerline. An FAA inspector estimated the ground scar approximately 100 feet long on a course of 180 degrees. Nose landing gear and engine separated. Outboard sections of both wings bent upward; left wing rear spar separated; bottom of fuselage crushed upward.
The mechanic who removed the wings reported filling four to five 5-gallon containers from each wing, estimating total 44 to 48 gallons removed.
Examinations of the engine, fuel control unit, and airframe revealed no preexisting anomalies that would have precluded normal operation.
Additional Information
The pilot reported using a dipstick to determine fuel quantity. The airframe manufacturer stated they do not manufacture or sell dipsticks, and that wing rib structure can cause inaccurate readings. Manufacturer safety personnel estimated 2 to 3 gallons more fuel could be in the tank than the dipstick reading if the dipstick rested on a rib.