# NTSB LAX99LA243: Cessna 177RG, N2175Q, Quincy, CA, July 5, 1999 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: July 5, 1999, 15:10 local (22:10 UTC) - Place: Quincy, CA - Coordinates: 39.959423, -121.000503 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.9594&lon=-121.0005&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 3 minor - Status: Completed, report April 6, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 46750 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX99LA243 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/46750/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=46750 - Page: https://openairdocs.org/ntsb/LAX99LA243 ## Probable cause the pilot's failure to attain and maintain an adequate airspeed for the existing wind conditions, and, his failure to abort the takeoff when it became apparent that the aircraft performance was not as anticipated. Factors in the accident were the tailwind and high density altitude conditions. ## 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 - terrain condition - mountainous/hilly - weather condition - downdraft (contributing factor) - weather condition - tailwind (contributing factor) - weather condition - high density altitude (contributing factor) - airspeed(vref) - not obtained/maintained, pilot in command (cause) - aborted takeoff - not performed, pilot in command (cause) - object - tree(s) ## Analysis The airport is in mountainous terrain at 3,415 feet msl; the density altitude was about 5,841 feet msl. High terrain and obstacles were immediately off the departure end of runway 24. The pilot questioned a resident pilot examiner about the proper takeoff procedure. Runway 06 was recommended for the departure due to rising terrain off runway 24; however, a tailwind of 7 to 10 mph existed for runway 06. The FAA Airport/Facility Directory also recommends runway 06 for departure due to terrain. The pilot said that using the POH he calculated a total required ground roll of 2,100 feet. The pilot stated that during the run-up he leaned for best power and set the flaps to 10 degrees. He taxied into position and applied full power with brakes on; the rpm was normal, and the engine sounded good. After passing the departure end of the runway, about 60 feet agl, the positive climb rate of just over 200 fpm turned into a negative climb rate. The pilot stated that he had flown into a downdraft situation and there was nothing he could do but keep the wings level and maintain airspeed as the airplane settled into the ground. At no time did the stall warning sound. The pilot examiner witnessed the accident and said the airplane used most of the 4,100-foot-long runway before rotating. About 100 feet agl, the witness saw the nose pitch up just before the airplane began descending. Subsequently, the airplane rolled left and slightly nose down, colliding with terrain. ## Factual narrative On July 5, 1999, about 1510 hours Pacific daylight time, a Cessna 177RG, N2175Q, operated by the private pilot, was substantially damaged during a collision with terrain in the takeoff initial climb at Quincy, California. The pilot and two passengers received minor injuries. Visual meteorological conditions prevailed for the personal flight operating under the provisions of 14 CFR Part 91, and no flight plan was filed. The flight was originating at the time as a cross-country flight to Concord, California. In his written statement, the pilot said he departed on runway 06 and during the initial climb he experienced a downdraft and settled into terrain just beyond the runway end. The Quincy/Gansner airport is located in mountainous terrain at 3,415 feet msl. The runway is 4,100 feet in length with obstruction considerations at both ends. Prior to departure, the pilot questioned a resident flight examiner as to how local pilots made their takeoffs under the current conditions. The examiner recommended runway 06. According to the flight examiner, the wind was estimated to be 7 to 10 mph from the southwest, and the temperature inside the hangar sheltered from the sun read 81 degrees Fahrenheit. He briefed the pilot on the airport conditions and recommended departing on runway 06. He also recommended that he not rotate prematurely. The examiner observed the airplane during the run-up and subsequent departure. He commented that the engine was missing, and said this was probably due to the pilot not leaning the mixture for best power. He said the airplane accelerated very slowly and used most of the runway for takeoff. The wind was still less than 10 mph. After takeoff, about 100 feet agl, he observed the airplane's nose pitch up suddenly, then it became obscured from his view by a tree. The pilot stated that he was 322 pounds under gross weight and within the weight and balance envelope. He calculated the density altitude to be 5,841 feet. The other conditions the pilot noted for the takeoff attempt was a temperature of 86 degrees Fahrenheit and winds from 240 degrees at 6 to 8 knots. According to the pilot, by reference to the performance charts in the Pilot Operating Handbook, he calculated that 2,100 feet of ground roll would be required for takeoff. According to the pilot, during the run-up check, he leaned the mixture for best power and set the flaps to 10 degrees. He taxied to and lined up with the runway centerline. He applied full power and stood on the brakes. The rpm was normal and the engine sounded good. He richened the mixture slightly to see if there was any effect on the engine performance, and there seemed to be none. He was confident that the engine was putting out full power and that he was good to go. The Airport/Facility Directory for Quincy/Gansner under airport remarks states, "CAUTION - due to proximity of terrain normal operations are: for departure/touch and go runway 06 only." ## Aircraft - Registration: [N2175Q](https://openairdocs.org/deregistered/N2175Q-1999-08-31), registration cancelled 1999-08-31, S/N 177RG0575 (OpenAirDocs) - Reported make and model: Cessna 177RG - Registry model: [Cessna 177RG](https://openairdocs.org/model/cessna-177rg) (registry code 2073709) (OpenAirDocs) - Registry engine: [Lycoming IO-360-A1B6D](https://openairdocs.org/engine/lycoming-io-360-a1b6d) (registry code 41593, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17700575 - Airframe hours: 2916 - Engines: Lycoming IO-360 200 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Charles D. Kemp - Registered owner: Duane Lewis - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 13, 1998, 77 hours before - Departed: 201 - Destination: CCR, CONCORD, CA - Airport: 201, Quincy Gansner, runway 6, 4,100 × 60 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 45; private; airplane ratings: single-engine land; medical: class 3, valid medical--no waivers/lim.; seat: left; flight hours: 298 total, 33 in this make and model, 246 as pilot in command, 24 in the last 90 days, 5 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 150° at 9 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 93 °F, dew point 34 °F - Altimeter: 29.00 inHg - Observed at: RBL, 61 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 19990705008129A](https://openairdocs.org/incident/19990705008129A), Jul 5, 1999: Cessna 177RG, Quincy, CA, Substantial damage. Crashed under unkn circumstances shortly after takeoff from rwy 6, acft impacted field approx 300 ft east of deptr rwy, acft destroyed, 3 minor injuries. (From… ## Docket (3 files) The files NTSB released with the investigation on February 5, 2001, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=46750. 1.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 935 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471265&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Witness Statements (item 2, .PDF, 116 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130268&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - Supplement S - Aircraft Occupant and Injured Ground Personnel (item 3, .PDF, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130269&FileExtension=.PDF&FileName=Supplement%20S%20-%20Aircraft%20Occupant%20and%20Injured%20Ground%20Personnel-Master.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.