# NTSB NYC05LA141: Piper PA-28-140, N6777W, Marstons Mills, MA, September 10, 2005 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: September 10, 2005, 11:10 local (15:10 UTC) - Place: Marstons Mills, MA - Coordinates: 41.685276, -70.402221 - Nearby events: https://openairdocs.org/map.md?lat=41.6853&lon=-70.4022&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report October 3, 2006 - Report: Approved by Office Director - Parties: Lycoming Engines, New Piper Aircraft, FAA FSDO-01, Massachusetts Aeronautics Commission - NTSB case key (mKey): 62431 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC05LA141 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/62431/pdf - Page: https://openairdocs.org/ntsb/NYC05LA141 ## Probable cause The pilot's failure to attain a climb during takeoff which resulted in a diminished climb rate and subsequent collision with trees. Factors were the turf runway and a tailwind. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, takeoff - initial climb - climb - not attained, pilot in command (cause) - weather condition - tailwind (contributing factor) - terrain condition - grass (contributing factor) - climb - diminished - In flight collision with object, takeoff - initial climb - object - tree(s) ## Analysis During takeoff, the airplane struck trees at the end of the 2,700-foot-long runway. The pilot reported that the engine might have lost partial power during the takeoff; however, a subsequent full-power test run of the accident engine was successfully completed. In addition, a witness reported that the airplane lifted off at a high angle of attack, and settled back to the ground. The airplane then lifted off again, and flew in ground effect at a high angle of attack, before striking the trees at the end of the runway. The accident takeoff was attempted on a turf runway, with a quartering tailwind. Although the airplane was operated within weight and performance limitations, the performance charts did not factor a tailwind or turf runway. ## Factual narrative On September 10, 2005, about 1110 eastern daylight time, a Piper PA-28-140, N6777W, was substantially damaged during impact with trees, while departing Cape Cod Airport (2B1), Marstons Mills, Massachusetts. The certificated private pilot and a passenger sustained minor injuries. Visual meteorological conditions prevailed for the flight destined to Plymouth, Massachusetts. No flight plan was filed for the personal flight conducted under 14 CFR Part 91. The pilot stated that one day prior to the accident, he had his airplane fueled to approximately 3/4-full. He estimated about 20 gallons of fuel in each tank during the accident takeoff. The fuel selector was positioned to the left tank, and the flaps were extended "two notches." The pilot performed a takeoff on runway 9, a 2,700-foot-long, 60-foot-wide, turf runway. During the takeoff, the pilot rotated the airplane, but it settled back to the ground. He then lowered the nose and rotated again. The airplane became airborne, but did not seem like it would clear trees at the end of the runway. The pilot thought that the engine may have been producing less power, and possibly "sputtered." He turned right to avoid trees, but the airplane stalled and impacted the trees. A witness, who was also a pilot, observed the accident takeoff. The witness stated that the pilot, "yanked the aircraft off at a steep angle," and the airplane settled back on the runway. The pilot then "yanked it off again and then held it at a nose up attitude and flew in ground effect until he went over the trees. " Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the right fuel tank was compromised, and the left fuel tank appeared intact. No fuel was observed in the left fuel tank, and the propeller sustained little rotational damage. However, a witness at the airport reported a "steady stream" of fuel leaking from the gascolator for approximately 15 minutes following the accident. On November 9, 2005, a test run of the engine was conducted under the supervision of an FAA inspector. The engine started after approximately six revolutions, and ran continuously at idle power. The engine was then shut down to repair a fuel leak from a damaged carburetor. The engine then restarted without hesitation, and ran at 2,000 rpm for about 5 minutes, and then 2,350 rpm for 5 seconds. Due to a vibration from the damaged propeller, engine power was reduced after 5 seconds. The reported weather, at an airport about 6 miles west of the accident site, at 1055, was: wind from 320 degrees at 9 knots; visibility 15 miles; few clouds at 3,000 feet; temperature 68 degrees F; dew point 45 degrees F; altimeter 30.20 inches Hg. Review of an Owner's Handbook, for the same make and model as the accident airplane, revealed that the useful load was 770 pounds. According to data provided by the pilot and an FAA inspector, the weight of the occupants plus fuel was approximately 670 pounds. Review of a performance chart in the Owner's Handbook revealed that the airplane required approximately 1,600 feet of runway to clear a 50-foot obstacle, at a density altitude of 500 feet; however, the performance chart did not factor a turf runway or tailwind. Review of FAA-H-8083-3, Airplane Flying Handbook, revealed: "The airplane is allowed to fly off the ground while in this normal takeoff attitude. Forcing it into the air by applying excessive back-elevator pressure would only result in an excessively high pitch attitude and may delay the takeoff...Although the airplane can be forced into the air, this is considered an unsafe practice and should be avoided under normal circumstances. If the airplane is forced to leave the ground by using too much back-elevator pressure before flying speed is attained, the wing's angle of attack may be excessive, causing the airplane to settle back to the runway or even stall..." ## Aircraft - Registration: [N6777W](https://openairdocs.org/deregistered/N6777W-2007-03-15), registration cancelled 2007-03-15, S/N 28-20905, built 1965 (OpenAirDocs) - Reported make and model: Piper PA-28-140 - Registry model: [Piper PA-28-140](https://openairdocs.org/model/piper-pa-28-140) (registry code 7102802) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28-20905 - Airframe hours: 4663 - Engines: Lycoming O-320 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Stanley J Bielusiak - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 1, 2005, 9 hours before - Departed: 2B1, Martons Mills, MA - Destination: PYM, Plymouth, MA - Airport: 2B1, Cape Cod Airport, runway 9, 2,700 × 60 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 60; injuries: serious; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review May 1, 2005; seat: left; flight hours: 861 total, 839 in this make and model, 818 as pilot in command, 6 in the last 90 days, 3 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 320° at 9 knots - Visibility: 15 statute miles - Lowest ceiling: none - Temperature: 68 °F, dew point 45 °F - Altimeter: 30.20 inHg - Observed at: FMH, 6 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 20050910020399A](https://openairdocs.org/incident/20050910020399A), Sep 10, 2005: Piper PA28140, Marston Mills, MA, Substantial damage. (-23) Pilot was taking off runway 09 at Marston Mills airport, Marston Mills, MA. On the takeoff roll he managed to get the aircraft in the air and then settle… 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.