History of the Flight
On 23 July 2008, a Piper PA-38-112 Tomahawk (registration G-RVRG) was being used for an introductory flying lesson at City Airport Manchester, Barton. The instructor, who held a Commercial Pilot's Licence, had briefed the passenger on the cockpit layout using a similar aircraft. After conducting pre-start and pre-takeoff checks, the instructor taxied to the holding point for Runway 09R, a grass runway with a takeoff run available of 621 metres. The aerodrome Flight Information Service Officer transmitted the surface wind from 140° at 5 knots and indicated that takeoff was at the pilot's discretion.
During the takeoff roll, the aircraft accelerated normally for about 200 metres, reaching an indicated airspeed of 53 knots. At that point, the aircraft became airborne unintentionally after passing over a hump in the runway. The instructor decided to continue the takeoff, expecting further acceleration. He attempted to accelerate close to the ground, then raised the nose again. As the aircraft approached the aerodrome boundary at about 50 feet, it adopted a nose-high attitude. Concerned about clearing houses and a viaduct beyond, the instructor decided to carry out a forced landing in open ground. However, after passing the end of the runway, the aircraft began to lose height, the right wing dropped, and it rolled to the right, impacting the ground nose-first.
Injuries and Damage
The pilot sustained serious injuries and was taken to hospital by air ambulance. The passenger was released by first responders and taken by road to hospital, where no significant physical injuries were found. The aircraft was destroyed.
Meteorological Information
At the time of the accident, the wind was from 140° at 5 knots, air temperature was 22°C, and the runway surface was dry. The Flight Information Service Officer noted humid air with no precipitation.
Aircraft Information
The aircraft was manufactured in 1979 and powered by a single Lycoming O-235-L2C piston engine. It had undergone a maintenance input from 11 to 14 July 2008, which included a 150-hour scheduled inspection and engine replacement with a newly overhauled unit. A total of 9 hours and 55 minutes had been flown since the maintenance, with no reported defects. The aircraft was refuelled with 37 litres of Avgas 100LL prior to the flight, bringing total fuel to 78 litres. Fuel samples taken before and after the accident were normal.
Wreckage Examination
The wreckage was located 108 metres past the upwind end of Runway 09R, on the extended centreline. The fuselage was aligned on a heading of 210° magnetic, about 120° right of the original direction of travel. Damage indicated a nose-low, right-wing-low attitude with yaw to the right. The right wing tip impacted the ground, displacing the right wing. The left main gear was torn from its mounting, and the rear fuselage was mostly detached. One propeller blade was undamaged; the other was bent rearwards with leading-edge damage, indicating low power at impact. The nose landing gear was detached. There was no fire.
Examination of engine controls and primary flying controls confirmed correct connections and operation. The flap lever was in the first detent position, and elevator trim was at mid position. The airspeed indicator was accurate, and the pitot-static system had no apparent defects. Engine examination revealed no defects; fuel samples were uncontaminated. The initial fire service inspection indicated the fuel selector valve was off, but later detailed inspection confirmed it was selected to the left position. The passenger reported no recollection of the selector being moved.
Performance Considerations
A loadsheet indicated the aircraft was within weight and balance limits, with a takeoff weight of 1,658 lb and 78 litres of fuel. According to the Pilot's Operating Handbook, the stall speed at maximum takeoff weight (1,670 lb) in standard conditions was 53 knots. The takeoff run was approximately 250 metres under the reported conditions, though the manufacturer notes published data do not account for deterioration, pilot technique, or runway surface. High humidity also degrades engine performance.
Aerodrome Information
Barton Aerodrome is bordered by built-up areas to the east. It has four licensed grass runways, including Runway 09R (621 metres takeoff run available). The aerodrome is susceptible to waterlogging and has several notable humps known to cause aircraft close to takeoff speed to become momentarily airborne. The operator has an ongoing program to maintain the manoeuvring areas.
Conclusion
The aircraft was in an airworthy condition and operating normally before the accident. The accident occurred when the aircraft failed to achieve the proper takeoff speed before becoming airborne and stalling.