History of Flight
On August 2, 2021, at about 1259 eastern standard time, a Cessna 172E, registration N3090U, was substantially damaged during a takeoff accident at JAARS-Townsend Airport (N52) in Waxhaw, North Carolina. The airplane was being operated as a Title 14 Code of Federal Regulations Part 91 instructional flight for an aviation youth camp. The pilot and two passengers received minor injuries.
The accident occurred during takeoff from runway 4. After rotation, just past the windsock on the airport fence, the airplane became airborne and climbed to about 50 ft. The pilot maintained best rate of climb speed (80 mph), but the airplane failed to climb. He momentarily reduced speed to best angle of climb speed (65 mph) to see if the airplane would respond, but it did not, so he returned to best rate of climb speed. The pilot heard no abnormal engine sounds or rpm decrease during the takeoff run. Sensing the airplane would not clear trees beyond the runway's departure end, he reduced power to idle to land on the remaining runway and overrun area. However, to avoid a chain-link fence, he added power and aimed for a lawn just beyond the airport. After reaching the lawn, he reduced power to idle and touched down before a wooded area. During rollout, the airplane traveled toward a gap in the trees. The pilot turned left to avoid trees, the airplane nosed over, and came to rest nose down, leaning against a tree.
The pilot and front seat passenger were hanging from their seatbelts. The rear seat passenger egressed easily and assisted the front seat passenger. The pilot's pant leg was snagged between his seat and the instrument panel; he ripped the fabric to free himself and egressed. He directed campers away from the site and later returned to ensure the master switch was off, pulling the windscreen off the airplane.
Witnesses reported the climb angle was much less than expected and the airplane never climbed above 10 to 20 ft above the runway. One witness reported the engine did not sound right. Several witnesses saw the airplane bank right before losing sight of it. One stated the airplane pitched down and rolled right, then pitched up and rolled left before impact.
Aircraft and Weight Balance
Review of occupant weights and airplane weight and balance records indicated the airplane was within weight and balance limitations during takeoff.
Meteorological Conditions
The recorded weather at Lancaster County Airport-McWhorter Field, about 11 miles southwest of N52, at 1255, included calm winds, 10 miles visibility, clear skies, temperature 29°C, dew point 18°C, and an altimeter setting of 30.03 inches of mercury. Density altitude under these conditions was approximately 2,347 ft above mean sea level.
Wreckage and Impact
On-scene examination by a Federal Aviation Administration inspector revealed the airplane touched down off airport property on a gravel driveway and a grassy area before an opening in the wooded area, then traveled about 600 ft before coming to rest leaning against a tree, supported by the right wing (which was leaking fuel) in a nose-down, inverted position.
A debris path started with the right wingtip leading to the main wreckage. The left wingtip was found in a tree. The left horizontal stabilizer and elevator were separated from the fuselage, the aft fuselage was buckled, and small parts were spread throughout the debris path. The nose landing gear showed impact damage, one propeller blade was undamaged, and the other was bent aft. Engine mounts were broken, the engine had shifted, and the fuel strainer was loose. Flight control cables were broken and parted.
Examination
National Transportation Safety Board examination of the wreckage did not reveal any preimpact failures or malfunctions that would have precluded normal operation. Cockpit examination revealed the mixture control was in the full rich position, the throttle was in the full throttle position, and the carburetor heat control knob was not fully closed. Examination of the carburetor heat door also revealed it was open.
Additional Information
Video of a previous takeoff about two hours before the accident, with similar loading, provided some indication of performance. Two hard-takeoff abort points were designated in the briefing for the event, one for each runway. The performance charts indicated the airplane would need about 950 ft for ground roll and about 1,680 ft to clear a 50-ft obstacle. The hard-abort point for runway 4 was 830 ft from the beginning of the runway.
Following the accident, JAARS Inc. implemented several corrective actions, including remedial training for the pilot, development of flight operations manuals for camps, and enhanced safety management systems.