History of Flight
On November 8, 2009, about 1040 eastern standard time, a Cessna 172N, registration N738CD, was substantially damaged during an aborted takeoff from runway 22 at Luray Caverns Airport (W45) in Luray, Virginia. The private pilot/owner and her passenger, her son, were not injured. The personal flight was conducted under 14 Code of Federal Regulations Part 91 in visual meteorological conditions; no flight plan was filed.
The pilot reported conducting a preflight inspection using a checklist with no anomalies. She pulled the airplane from its hangar, started the engine, and taxied to the fuel dock, where she filled both fuel tanks. She sampled fuel from the wing drains and gascolator, finding no contaminants. After boarding, she started the airplane, checked for airport advisory and traffic by radio, and taxied to the end of runway 22 where she performed a run-up. Flaps were set to the retracted position. She reported that everything was normal, applied full power, and rotated at about 50-52 knots. She sensed something was wrong, noting the airplane did not want to climb. She confirmed engine indications were appropriate and flaps were retracted, then cut power and landed back on the runway centerline. Recognizing she could not stop on the remaining runway, she steered onto the grass to the right to avoid a drop-off at the runway end. The airplane struck a fence, descended a grassy embankment, and came to rest. The passenger's account mirrored the pilot's.
An airline transport pilot-rated witness, standing at the fuel dock approximately midfield, stated he was surprised to hear no run-up. He saw the airplane taxi onto the runway and head for the approach end of runway 22 for departure. The airplane initiated its takeoff roll and became airborne just short of the windsock (midfield), which seemed normal. The airplane climbed 8-10 feet, then settled back onto the runway on all three landing gear. It immediately became airborne again, with the engine still sounding normal, but only climbed to about 4 feet above the runway before descending and touching down nose-gear first. The witness saw the airplane drift right and heard the power come off as it departed the paved surface. He believed the pilot could not stop safely and ran toward the accident site with the airport manager. By the time they arrived, the pilot and passenger had exited. The witness noted that the magnetos, electrics, and fuel were still on in the cockpit.
Personnel Information
FAA records indicated the pilot held a private certificate with an airplane single-engine land rating. Her most recent FAA third-class medical certificate was issued in January 2009. She reported 299 total hours of flight experience, including 278 hours in the accident airplane make and model. She had 87 hours as pilot-in-command, all in the accident airplane make and model, with 4 hours in the preceding 90 days and none in the preceding 60 days. Her most recent flight review was completed in October 2008.
Aircraft Information
The airplane was manufactured in 1977 and equipped with a Lycoming O-320 series piston engine. It was co-registered to the pilot and another individual in November 2005. According to the FAA inspector, the most recent annual inspection was completed in December 2008, at which time the airplane had 4,226.4 total hours in service. At the accident, the airplane had accumulated 4,253.6 total hours.
The pilot's operating handbook (POH) stated that normal and short field takeoffs are performed with flaps up, and that 10 degrees of flaps are used for soft-field takeoffs or minimum ground roll. For a normal takeoff, the procedure was to lift the nose wheel at 55 knots and climb out at 70-80 knots. Obstacle clearance takeoffs specified a climb speed of 59 knots.
The pilot estimated the airplane gross weight at 1,945 pounds, within allowable center of gravity limits. Performance tables indicated that for ambient conditions, the distance to clear a 50-foot obstacle was about 1,600 feet at maximum takeoff weight (2,300 pounds) and about 1,300 feet at 2,100 pounds.
Meteorological Information
The FAA inspector reported that the 1030 recorded weather at W45 indicated winds from 220 degrees at 3 knots, visibility 10 miles, temperature 66°F (19°C), dew point 42°F (6°C). The 1040 weather at an airport 20 miles east-southeast reported clear skies and an altimeter setting of 30.29 inches of mercury.
Airport Information
W45 had a single asphalt runway, designated 4-22, measuring 3,125 feet by 75 feet at an elevation of 902 feet. There were two ramp areas: one near the north end on the east side, and one approximately midfield on the east side. Hangars were between the two ramps, just south of the north ramp. The fuel dock was on the midfield ramp, and the windsock was across the runway. No parallel taxiway existed, requiring taxi on the runway to transit between ramps and back-taxi before takeoff or after landing. No turn-around or run-up areas were present at either runway end.
Wreckage and Impact Information
According to the FAA inspector, the airplane came to rest approximately 575 feet from where it departed the paved surface, upright and facing west. The right wing and nose landing gear incurred substantial impact damage; no fire occurred. The wing flaps were found extended approximately 10 degrees, but the cockpit flap handle was in the position corresponding to flaps retracted. Control continuity was established for the elevator and rudder, but movement of either yoke did not result in corresponding aileron movement; roll inputs produced noises in the wing. The pitch trim indicator was in the takeoff range. One propeller blade was bent aft, and one appeared undamaged. A fuel sample from the gascolator appeared clear with no contaminants. No evidence of any pre-accident mechanical failures or malfunctions was detected.