History of Flight
On June 2, 2011, at approximately 0855 mountain daylight time, a Cessna A188B, registration N9496G, sustained substantial damage during a precautionary landing shortly after takeoff from Pine Bluffs Municipal Airport (82V) in Pine Bluffs, Wyoming. The commercial pilot was not injured. The flight was conducted under 14 CFR Part 137 as an aerial application operation, operated by Circle-S Aviation. Visual meteorological conditions prevailed, and no flight plan was filed. The operator reported the event to the NTSB on June 7, 2011.
According to the pilot, the engine run-up was normal, and he initiated takeoff on runway 26. The initial portion of the takeoff roll seemed normal, but the roll then appeared to continue for an abnormal length. The pilot did not abort the takeoff because by the time he recognized the airplane did not seem to be performing correctly, insufficient runway remained to stop safely. The airplane lifted off, but the engine then seemed to experience a partial loss of power, and the pilot was unable to climb out of ground effect as it crossed the departure end of the runway. The pilot jettisoned the payload of 40 gallons of water to clear power lines ahead. The airplane still would not climb, so the pilot elected to conduct an off-airport landing to avoid striking the power lines. The airplane touched down in soft terrain, struck a ditch, and was substantially damaged.
Personnel Information
FAA records indicated the pilot held a commercial pilot certificate with an airplane single-engine land rating. The pilot reported 972 total flight hours, including 4 hours in the accident airplane make and model. His most recent FAA second-class medical certificate was issued in April 2011, and his most recent flight review was completed in March 2011. The pilot was recently hired by the operator, and the accident flight was his first flight in the accident airplane. His previous time in type was acquired in the operator's other C-188, some of which were supervised checkouts. All previous flights were from the same airport and same runway direction as the accident flight. The pilot stated that on those previous flights, the airplane always climbed away nicely, with no problems breaking ground or maintaining the target climb speed while gaining altitude.
Aircraft Information
The restricted category airplane was manufactured in 1974 and first registered to the operator in 2010. It was equipped with a Teledyne Continental Motors IO-520 series engine rated for 300 hp takeoff power for 5 minutes. The airplane had a liquid dispersal system and a constant-speed propeller. Takeoff weight was about 3,083 lbs, within the FAA-approved envelope. Maximum certificated gross weight was 3,300 lbs in the normal category and 4,200 lbs in the restricted category. The most recent annual inspection was completed in May 2011, with airframe total time about 6,590 hours and engine total time about 1,670 hours. According to TCM Service Information Letter 98-9A, the recommended time between overhaul for the IO-520-D engine was 1,700 hours or 12 years, with additional guidance for aerial spraying: overhaul after 1,200 hours or 12 years.
Meteorological Information
The pilot reported winds from 190 degrees at 11 knots with gusts to 15 knots; visibility 10 miles, clear skies; temperature 19°C; dew point 0°C; altimeter 30.16 inches of mercury. Using these winds for a runway 26 takeoff resulted in headwind components of 4 to 5 knots and crosswind components of 10 to 14 knots.
Airport Information
Pine Bluffs Municipal Airport (82V) is at an elevation of 5,152 feet above mean sea level, with a paved runway measuring 5,336 feet long and 75 feet wide. Density altitude was calculated to be 6,607 feet, and pressure altitude approximately 4,900 feet.
Wreckage and Impact Information
The airplane came to rest upright in a flat, soft field about 1 mile west of the departure runway. The right main landing gear fracture-separated from the fuselage, propeller tips were bent, the cowling was wrinkled, and the right wing sustained substantial damage. There was no fire. The airplane was recovered to a secure facility and examined by a technician. No evidence of any preimpact mechanical malfunctions that would have precluded normal operation was noted. Examination of the engine spark plugs revealed their appearance was consistent with the engine being regularly operated with a fuel-air mixture that was more lean than normal.
Additional Information
The pilot reported the flight was a practice flight with two objectives: to get the feel of the airplane when the cargo/load was jettisoned, and to practice operations at a higher elevation airport. The only load was 40 gallons of water in the hopper tank, which had a capacity of 280 gallons. The accident flight was the first flight of the day for both pilot and airplane. The pilot reported hearing an unusual clicking noise from the engine during taxi out but opted to continue. He leaned the engine for the run-up and subsequent departure due to the airport elevation, setting flaps to 5 degrees per the airplane's guidance, with a target climb speed of 80 mph. The Cessna operating manual recommended 5 to 10 degrees flaps for restricted category takeoff with dispersal equipment, and a climb speed of 80 to 90 mph, but the performance section provided a climb speed of 67 mph for 10 degrees flaps with dispersal equipment and no guidance for 5 degrees. Estimated performance data could not be determined for the actual configuration due to limited data.