Accident Overview
On August 27, 2008, at 1521 eastern daylight time, a Cessna 177RG, registration N2088Q, was substantially damaged when it impacted trees and terrain while departing from Newfound Valley Airport (2N2) in Bristol, New Hampshire. The certificated commercial pilot and a pilot-rated passenger were seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight destined for Columbia County Airport (1B1), Hudson, New York.
Pilot and Passenger Actions
According to a written statement by the pilot, the passenger taxied the airplane, performed a run-up, and set flaps to 10 degrees. The pilot had calculated the airplane's weight at 2,501 pounds, about 300 pounds below maximum gross weight, and that 1,500 feet of takeoff distance was needed to clear a 50-foot obstacle. The passenger expressed discomfort with the takeoff due to the short runway and surrounding trees and rising terrain.
The pilot then taxied to the end of runway 21, held brakes, and applied full power, noting 26 inches of manifold pressure and 2,550 rpm. After releasing brakes, airspeed increased to 55 mph, briefly decreased to 52 mph, and the pilot considered aborting but continued as the airplane had traveled about two-thirds of the runway. He rotated at 65 mph, then lowered the nose to accelerate to 72 mph for climb. Approaching trees, he increased flaps to 20 degrees to balloon over them, then reduced flaps to 10 degrees and raised landing gear. The stall warning horn sounded intermittently as the airplane struck tree tops and impacted terrain.
Witness Observations
Two witnesses who had visited with the pilot and passenger observed the takeoff. They noted light wind favoring runway 21. After the airplane taxied to the runway's end, engine power increased, and the takeoff roll consumed nearly the entire runway. After becoming airborne, the airplane veered left and disappeared over trees beside the departure path; they soon heard impact sounds.
Another witness saw the airplane trying to gain altitude, yawing and turning right to avoid a utility line. She heard a loud bang like a car backfiring, then the airplane ascended at about a 45-degree angle, straightened at treetop level, and descended nose-down into the woods.
Engine and Systems Data
The airplane was equipped with an engine trend monitoring device that recorded data at six-second intervals. Data from the preceding flight showed fuel flows between 2.4 and 7.1 gph before takeoff, then a peak of 19.2 gph, decreasing to 8.2 gph. For the accident flight, initial fuel flows were 2.1 to 6.7 gph, then a momentary peak of 19.6 gph, decreasing to 10.8 gph at the final data point.
Post-accident examination of the fuel servo and nozzles revealed no impact or thermal damage. Flow testing found one nozzle slightly below specification, but no anomalies precluding normal operation. An FAA inspector examined the engine: crankshaft continuity was confirmed, compression was normal on all cylinders except #1 (20/80), spark plugs showed normal wear, and magnetos had no anomalies.
Maintenance and Airport Information
The airplane's most recent annual inspection was completed on March 5, 2008. The engine oil and filter were replaced the day before the accident. The engine had been overhauled on January 31, 2006, accumulating about 980 flight hours since.
Newfound Valley Airport has a single 1,900-foot by 40-foot asphalt runway oriented 03/21. A 95-foot-tall tree is located 369 feet beyond the departure end of runway 21, 112 feet left of the centerline.
Weather reported at Plymouth Municipal Airport (11 nautical miles north) at 1520 included calm winds, clear skies, 10 statute miles visibility, temperature 25°C, dewpoint 10°C, and altimeter 30.07 inHg.
Pilot Qualifications
The commercial pilot held ratings including airplane single-engine land and a flight instructor certificate. His most recent FAA second-class medical was issued in April 2008. He reported 11,814 total flight hours, with 1,323 in the accident airplane make and model.