WPR11LA400

The pilot performed an uneventful ground run-up and positioned the airplane at the beginning of the dirt airstrip in preparation for takeoff. High density altitude (10,700 feet) and gusting crosswind conditions existed, and the airplane was loaded about 10 percent below its maximum gross weight. The pilot began the takeoff, and the airplane attained rotation speed about the time that it reached the end of the runway. The pilot initiated rotation, and the airplane lifted off the ground but did not gain sufficient altitude to avoid striking a fence and sign post. The airplane then struck the ground and nosed over. During the postaccident examination of the airplane and engine, no mechanical failures or malfunctions were revealed that would have precluded normal operation. According to the airplane's information manual, at the reported weight and weather conditions, the airplane should have been able to take off after traveling less than 1/2 of the distance down the runway. Therefore, the pilot should have had ample time to determine that the airplane was not performing as expected and to abort the takeoff.

On August 21, 2011, about 1255 mountain daylight time, a Cessna 182Q, N79ES, struck a fence during takeoff from Strawberry Valley Estates Airport (UT24), Alton, Utah. The pilot was operating the airplane under the provisions of 14 Code of Federal Regulations Part 91. The private pilot and two passengers were not injured. The airplane sustained substantial damage to the fuselage and both wings during the accident sequence. The cross-country flight departed Alton with a planned destination of Henderson Executive Airport (KHND), Henderson, Nevada. Visual meteorological conditions prevailed, and no flight plan had been filed. The pilot reported performing a ground run-up, and then taxing the airplane to the beginning of runway 21. He began the takeoff roll, with the airplane reaching an airspeed of 60 knots as it approached the end of the runway. He initiated the takeoff, and the airplane began to climb, but failed to produce adequate lift. The landing gear struck a fence, and due to a vehicle in the airplane’s flight path, the pilot initiated a right turn. The airplane subsequently struck a street sign, collided with the ground, and nosed over. Strawberry Hills Estates Airport was comprised of a 50-foot-wide, 4,200-foot-long dirt airstrip, located at an elevation of 8,141 feet mean sea level (msl). The closest official weather observation station was located at Bryce Canyon Airport, Bryce Canyon, Utah (elevation 7,590 feet msl, 31 miles northeast of the accident site). An aviation routine weather report (METAR) was issued about 25 minutes prior to the accident. It indicated that the wind was from 150 degrees at 9 knots, gusting to 15 knots, with a temperature of 25 degrees C, a dew point of 8 degrees C, and an altimeter setting of 30.37 inches of mercury. Utilizing this temperature and the altimeter setting, the density altitude at the takeoff location would have been about 10,700 feet. The Cessna 182Q Information Manual provides takeoff performance data utilizing the short field takeoff technique only. With the airplane loaded to maximum gross weight (2,950 pounds), at a temperature of 20 degrees C, and a pressure altitude of 8,000 feet, the ground roll distance would have been 1,530 feet, with a distance to clear a 50-foot-obstacle of 3,300 feet. To attain this performance, the pilot must initiate takeoff at an indicated airspeed of 49 knots. The pilot stated that the airplane was loaded 211 pounds below the maximum gross weight, and that he most likely would have been able to avoid the accident if he reduced the weight by a further 300 pounds. A cursory examination of the engine and airframe was performed by an inspector from the Federal Aviation Administration. He reported no obvious anomalies which would have precluded normal operation. After completion of the FAA examination, and subsequent release of the airplane to the owner, an Airframe and Powerplant (A&P) Mechanic performed a differential engine cylinder compression test. The enginesustained damage preventing its operation, so the test was accomplished with the engine cold. He reported that cylinder number three exhibited an exhaust valve leak, with a differential pressure value of 20/80 pounds per square inch (PSI), and that cylinders five and six exhibited piston ring leaks with values of 44/80 and 42/80 PSI respectively. The Teledyne Continental Motors Service Bulletin SB03-3, ‘DIFFERENTIAL PRESSURE TEST AND BORESCOPE INSPECTION PROCEDURES FOR CYLINDERS’, specifically states that the tests must be performed immediately after the engine has either been flown, or operated on the ground, with the cowling installed until a minimum cylinder head temperature of 300 to 350 degrees Fahrenheit is achieved.