History of Flight
On June 26, 2011, about 1340 mountain standard time, a Cessna 177RG, N2725V, collided with terrain in a field following takeoff from St Johns Industrial Air Park (SJN), St Johns, Arizona. The pilot and two passengers sustained serious injuries; the airplane sustained substantial damage. The cross-country flight departed SJN about 1340, with a planned destination of Mesquite Metro Airport (HQZ), Mesquite, Texas. Visual meteorological conditions prevailed, and no flight plan had been filed.
The airplane arrived at SJN about 1245, having flown from San Bernardino, California. According to the pilot and passengers, the accident flight was the penultimate leg of a journey ending in Mesquite. The group had departed in the accident airplane from the Dallas area about a week prior.
The pilot reported that after landing at SJN, he had the airplane serviced with fuel, and they stayed longer than planned. He became concerned about performance as temperatures rose. They boarded, and the pilot performed an uneventful engine run-up.
An airport employee observed the airplane taxi to runway 21 and begin a slow takeoff roll. The airplane crossed runway 14/32 and its parallel taxiway, accelerated, rotated about 3/4 down the runway, climbed but did not gain altitude above adjacent trees, then descended out of view. The witness reported that local ASOS indicated wind from 270 degrees at 17 knots gusting to 30, density altitude 9,200 feet.
Passengers stated the ground roll was slower and more labored than previous flights, takeoff occurred further down the runway, and once airborne it seemed to "hover". They heard a buzzer sound as the airplane rolled left to right.
The pilot stated he could not recall the start of the ground roll, but the takeoff progressed normally until about 200 feet above ground, then the airplane would not climb. Certain they could not return to the airport, he attempted to land in the field ahead.
The airplane came to rest on runway heading, about 1,800 feet beyond the departure end of runway 21. It remained intact, with vertical crush damage to cabin and fuselage; horizontal stabilizer crush damage to forward surfaces with tree limb fragments. No corresponding damage to wings.
Personnel Information
The pilot held a private pilot certificate with airplane single-engine land rating issued 1998. He reported 681 total flight hours, 350 in the accident make and model.
Aircraft Information
The four-seat, high-wing, retractable-gear airplane, serial number 177RG0672, was manufactured 1975. Powered by Textron Lycoming IO-360-A1B6D engine, McCauley two-blade constant speed propeller. Last annual inspection completed March 18, 2011, with airframe time 5,190.8 hours, engine 745.5 hours since major overhaul. An avionics upgrade in February 2010 included Garmin G500, SL-30, JPI EDM-930.
Meteorological Information
An observation about 25 minutes after accident: wind 250 at 23 knots gusting 30, visibility 10 miles, sky clear, temperature 96°F, dew point 24°F, altimeter 30.04 inHg. Calculated density altitude 9,369 feet.
Airport Information
Runway 3/21 is 3,400 feet long at elevation 5,737 feet. Runway 14/32 is 5,322 feet. No obstacles noted in AFD for runway 3/21 departure path; closest obstacle about 800 feet beyond threshold.
Tests and Research
Airframe and engine examination: Landing gear and flaps retracted. Fuel mixture and propeller controls full forward, throttle about 1/4 inch aft of full forward. Yoke full aft, cowl flap closed. Engine minimal damage; crankshaft turned freely, thumb compression observed, sparks at leads. No preimpact mechanical failure found.
Weight and balance: Fueled to capacity (41 gallons added). Baggage 88 pounds. Pilot and front passenger 333 pounds, rear passenger 160 pounds. Empty weight 1,738 pounds, usable fuel 61 gallons, accident weight 2,675 pounds (125 below max gross). Within CG envelope.
Engine monitor data: Last recording 4 minutes 36 seconds. For 50 seconds before end, engine at 2,630 rpm, manifold pressure 23.2 inHg, fuel flow 16 GPH, producing 72.5% power. Each tank contained 30 gallons. Prior flight at San Bernardino (elevation 1,159 ft, density altitude 1,980 ft) produced 87% power.
Performance: Manual takeoff and climb rate for max gross weight, accident weather, zero flaps, at 5,000 ft: ground roll 1,217 ft, distance to clear 50-ft obstacle 2,307 ft, climb rate 574 fpm. Manual states mixture should be leaned for takeoff from short fields above 3,000 ft elevation per maximum power fuel flow placard. The pilot reported leaning during taxi but could not recall takeoff setting.
Additional Information
Multiple plastic fascia items replaced during avionics upgrade; original placards (maximum power fuel flow, cowl flap, trim, fuel selector) could not be located in cabin. Gascolator fuel sample tested negative for water. A Cessna 182 serviced from same pump 10 minutes prior departed uneventfully.