ERA12LA525

The pilot took off in calm wind conditions, and, although he reported that pretakeoff checks were normal, he did not believe that the airplane was climbing properly after liftoff. Air traffic control tower personnel observed the airplane lift off and touch down twice before running off the end of the runway. The airplane came to rest about 625 feet beyond the end of the runway. The pilot recognized a loss of airplane performance during the initial takeoff and successfully landed the airplane back on the runway. However, instead of stopping the airplane, the pilot took off again, which then put the airplane in a position where a second aborted takeoff could only result in a runway overrun. Postaccident examination revealed no preexisting mechanical anomalies that would have precluded normal operations, and flight instructors who flew the airplane during its two previous flights noted no discrepancies during those flights. The ambient temperature and dew point about the time of the accident indicated a probability of carburetor ice accumulation during taxi, and the carburetor heat was found in the off position.

On August 24, 2012, at 0926 eastern daylight time, a Cessna 152, N24264, was substantially damaged when it overran the runway during an aborted takeoff at Ormond Beach Municipal Airport (OMN), Ormond Beach, Florida. The private pilot was not injured. Visual meteorological conditions prevailed, and a visual flight rules flight plan was filed from OMN to Gainesville Regional Airport (GNV), Gainesville, Florida. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. According to the pilot, the engine performed "normally" during taxi and the before takeoff checks. After the airplane rotated during the takeoff, he felt that it was not climbing, so he decided to make an emergency landing. According to a Federal Aviation Administration (FAA) inspector, the airplane came to rest about 625 feet beyond the departure end of runway 8. The throttle was found in the maximum power position, the mixture was full rich, and carburetor heat was off. There was some stiffness noted when moving the throttle control; however, the carburetor was broken off the engine at the mounting flange. Both propeller blades were bent. Engine rotation produced spark on all spark plug leads and compression on all cylinders. Engine cold cylinder compressions were between 70 and 77 psi. The top spark plugs were removed from all cylinders, and upon visual inspection, indicated "normal" burn. Fuel samples were absent of debris, and no water was found in the fuel tank sumps, gascolater or carburetor float bowl. The inspector spoke to flight instructors who flew the airplane on the two previous flights, who stated that its performance was "normal" during those flights. The inspector also spoke to the to tower personnel, who related that the airplane lifted off and settled back down on the 4,005-foot runway twice before overrunning the departure end. The only takeoff distance chart noted in the airplane Owner's Manual provided by the manufacturer was for short field takeoffs with flaps at 10 degrees. Adding 20 percent to that calculation for the flaps being up yielded a takeoff roll of under 1,000 feet. A special weather observation, recorded at the airport at 0930, included clear skies, calm winds, visibility 10 statute miles, temperature 25 degrees C, dew point 19 degrees C, and an altimeter setting of 30.09 inches Hg. An FAA chart, titled "Conditions Favoring Carb Ice Formation," indicated that with the ambient temperature and dew point, "serious icing at glide power" was probable. The pilot reported 182 hours of total flight time, with 32 hours in airplane make and model.