# NTSB CHI03LA064: Piper PA-24-180, N5681P, Halstead, KS, February 5, 2003 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: February 5, 2003, 17:15 local (23:15 UTC) - Place: Halstead, KS - Coordinates: 38.031387, -97.509162 - Nearby events: https://openairdocs.org/map.md?lat=38.0314&lon=-97.5092&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report June 25, 2003 - Report: Approved by Office Director - Parties: FAA -- Wichita FSDO - NTSB case key (mKey): 56479 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI03LA064 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/56479/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=56479 - Page: https://openairdocs.org/ntsb/CHI03LA064 ## Probable cause Failure by the flight crew to execute an aborted takeoff when acceleration degraded and the improper soft field takeoff procedure as flown by the private pilot. Contributing factors were inadequate supervision by the flight instructor and the tailwind encountered on takeoff. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with terrain/water, takeoff - initial climb - aborted takeoff - not performed, flightcrew (cause) - soft field takeoff/procedure - improper, pilot in command (cause) - supervision - inadequate, pilot in command(cfi) (contributing factor) - weather condition - tailwind (contributing factor) ## Analysis The aircraft was substantially damaged when it impacted terrain shortly after takeoff. Upon return to the airport after a local flight, they landed to the south and taxied back to the departure end of the runway. The instructor stated that the wind was light, but it was still out of the south, as it had been all afternoon. He noted that a soft field technique was employed on the accident takeoff and the full runway length was used. He stated: "Just over half way down [the] runway -- normal acceleration degraded. We were past abort point and due to dangerous road area elected to fly", although the aircraft was "behind the power curve." After liftoff, the instructor stated the aircraft did not level out very much and was at a relatively high pitch attitude. Initially the aircraft climbed to approximately 40 feet above ground level. However, it settled lower and was "bobbling" in and out of ground effect as they approached the end of the runway. The flight instructor reported that, due to an inability to climb, they were forced to fly under a set of power lines at the end of the runway. The power lines ran along a roadway, which bordered the south side of the airport. He stated that they "could not accelerate" and were "unable to climb." The decision was made to cut the power and impact (landing) was made before reaching more obstructions (trees)." Upon exiting the aircraft, he noted that the wind was now from the north. Both pilots indicated that there were no problems with the aircraft or engine, either prior to, or at the time of the accident. The FAA Airplane Flying Handbook, concerning soft field takeoffs, states: "After becoming airborne, the nose should be lowered very gently with the wheels clear of the surface to allow the airplane to accelerate. ... An attempt to climb prematurely or too steeply may cause the airplane to settle back to the surface as a result of losing the benefit of ground effect." ## Factual narrative On February, 5, 2003, at 1715 central standard time, a Piper PA-24-180 Comanche, piloted by a flight instructor and dual student, was substantially damaged when it collided with terrain shortly after takeoff from runway 17 (2,640 feet x 150 feet, turf) at the Halstead Airport (SN05), Halstead, Kansas. The dual student was a private pilot receiving a complex aircraft checkout and Comanche familiarization. The instructional flight was conducted under the provisions of 14 CFR Part 91 and was not on a flight plan. Visual meteorological conditions prevailed at the time of the accident. The flight instructor and dual student reported no injuries. According to the flight instructor's statement, the flight originally departed Halstead Airport early on the afternoon of the accident. He noted that they had completed airwork, and touch and goes at Hutchison (HUT) and Kingman (9K8). They departed Kingman at 1635 to return to Halstead. Upon arrival at Halstead, they landed to the south and taxied back to the beginning of runway 17. The instructor stated that the wind was light and was still out of the south, as it had been all afternoon. He noted that a soft field technique was employed on the accident takeoff, and that the full runway length was used. He stated: "Just over half way down [the] runway -- normal acceleration degraded. We were past abort point and due to dangerous road area elected to fly", although the aircraft was "behind the power curve." After liftoff, the instructor stated the aircraft did not level out very much and was at a relatively high pitch attitude. Initially the aircraft climbed to approximately 40 feet above ground level. However, it settled lower and was "bobbling" in and out of ground effect as they approached the runway, according to the instructor. The flight instructor reported that, due to an inability to climb, they were forced to fly under a set of power lines at the end of the runway. The power lines ran along a roadway, which bordered the south side of the airport. He stated that they "could not accelerate" and were "unable to climb." The decision was made to cut the power and impact (landing) was made before reaching more obstructions (trees)." Initial impact was on the right wing tip and right main landing gear, according to the instructor. The aircraft came to rest about 1/4 mile south of the airport in a wheat field. Upon exiting the aircraft, he noted that the wind was now from the north. The instructor noted that SN05 did not have any weather reporting services, although a wind sock was located approximately 1/2 mile from the runway. He reported the runway condition as dry, short grass. Weather at the scene was reported as overcast with light winds, by the flight instructor. He estimated a tail wind component of 5 ~ 10 knots on takeoff. He stated that after the accident, the wind started picking up out of the north and the temperature got noticeably colder. Weather conditions reported by the Newton City/County Airport (EWK) automated weather observing station (AWOS), approximately 11 nm east of the accident site, at 1655 were: few clouds at 3,500 feet agl, and wind from 030 degrees magnetic at 9 knots. Both pilots indicated that there were no problems with the aircraft or engine, either prior to, or at the time of the accident. The FAA Airplane Flying Handbook, concerning soft field takeoffs, states: "After becoming airborne, the nose should be lowered very gently with the wheels clear of the surface to allow the airplane to accelerate. ... An attempt to climb prematurely or too steeply may cause the airplane to settle back to the surface as a result of losing the benefit of ground effect." ## Aircraft - Registration: [N5681P](https://openairdocs.org/deregistered/N5681P-2013-08-20), registration cancelled 2013-08-20, S/N 24-753, built 1959 (OpenAirDocs) - Reported make and model: Piper PA-24-180 - Registry model: [Piper PA-24](https://openairdocs.org/model/piper-pa-24) (registry code 7102402) (OpenAirDocs) - Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 24-753 - Airframe hours: 6225 - Engines: Lycoming O-360-A1A 180 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 28, 2002, 17 hours before - Departed: 9K8, Kingman, KS - Destination: SN05, Halstead, KS - Airport: SN05, Halstead, runway 17, 2,640 × 150 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 63; injuries: none; airline transport; airplane ratings: single-engine sea, single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--w/ waivers/lim; last flight review July 21, 2002; seat: right; flight hours: 23,500 total, 60 in this make and model, 18,000 as pilot in command, 20 in the last 90 days, 10 in the last 30 days, 0 in the last 24 hours - Pilot; age 49; injuries: none; private; airplane ratings: single-engine land; medical: class 2, valid medical--no waivers/lim.; last flight review May 1, 2002; seat: left; flight hours: 250 total, 4 in this make and model, 190 as pilot in command, 4 in the last 90 days, 4 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 30° at 9 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 37 °F, dew point 21 °F - Altimeter: 30.05 inHg - Observed at: EWK, 11 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20030205002609A](https://openairdocs.org/incident/20030205002609A), Feb 5, 2003: Piper PA24, Halstead, KS, Substantial damage. (-23) On the afternoon of February 5, 2003 at approximately 5:00 pm CST, Mr. Michael mawhirter was PIC of N5861P during takeoff from a Halstead, KS Private… ## Docket (2 files) The files NTSB released with the investigation on May 11, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=56479. 1.0 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (2 Reports) (item 1, .PDF, 858 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382976&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20(2%20Reports)-Redacted.PDF - Record of Interview (item 2, .PDF, 166 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382977&FileExtension=.PDF&FileName=Record%20of%20Interview-Redacted.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.