# NTSB WPR13LA299: Cessna 172 - N, N75542, Trout Lake, WA, June 28, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 28, 2013, 09:50 local (16:50 UTC) - Place: Trout Lake, WA - Coordinates: 46.000556, -121.524719 - Nearby events: https://openairdocs.org/map.md?lat=46.0006&lon=-121.5247&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Loss of control on ground](https://openairdocs.org/ntsb-events/230) - Highest injury: No injuries - Injuries: 4 uninjured - Status: Completed, report October 27, 2014 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 87328 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR13LA299 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/87328/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=87328 - Page: https://openairdocs.org/ntsb/WPR13LA299 ## Probable cause The pilot's failure to maintain clearance from trees during takeoff from a soft field and to abort the landing when the airplane reached the runway’s midpoint at a low airspeed. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Object/animal/substance: tree(s)](https://openairdocs.org/ntsb-findings/03022020): Environmental issues › Physical environment · Effect on operation (probable cause); cases with it: [Cessna 172N, 14 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md?model=2072434), [All aircraft, 933 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md) - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna 172N, 29 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=2072434), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 172N, 134 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2072434), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) - [Takeoff: Loss of control on ground](https://openairdocs.org/ntsb-events/230) (defining event); cases with it: [Cessna 172N, 81 cases](https://openairdocs.org/ntsb-events/230/sequence.md?model=2072434), [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md) ## Analysis The pilot reported that the engine was developing full power during the attempted soft-field takeoff from the 1,800-foot grass airstrip in calm wind. About halfway down the runway, the airspeed indicator only read about 40 knots. When the airplane was about two-thirds of the way down the runway, the pilot realized that he was committed to take off because insufficient runway was remaining to stop the airplane. After reaching about 45 knots, the airplane's nosewheel lifted off the runway, but it only lifted about 4 feet off the ground. About the same time, the airplane's right wing impacted two 10-foot-tall trees and a barbed wire fence. The airplane subsequently cleared a drainage ditch, the main landing gear impacted a sprinkler pipe, and the airplane skidded on all three main landing gear before coming to rest in an upright position. The airplane sustained substantial damage to the right wing and empennage. A postaccident examination of the airframe and engine revealed no anomalies that would have precluded normal operation. The airplane was within its weight and balance limits. The pilot reported that he had experience taking off and landing on short and soft fields and that, on the day before the accident, he had practiced short-field takeoffs and landings at another airport; however, he did not indicate if he had practiced soft-field takeoffs and landings at that time. The pilot should have aborted the takeoff when the airplane reached the runway's midpoint at an airspeed of only about 40 knots. ## Factual narrative On June 28, 2013, about 0950 Pacific daylight time, a Cessna 172N, N75542, was substantially damaged after impacting terrain following an aborted takeoff from the Trout Lake Airport (66WA), Trout Lake, Washington. The certified private pilot and his three passengers were not injured. Visual meteorological conditions existed for the planned local flight, which was being operated in accordance with 14 Code of Federal Regulations Part 91, and a flight plan was not filed. The flight was originating at the time of the accident. In a written statement submitted to the National Transportation Safety Board investigator-in-charge, the pilot reported that after lining up on the 1800-foot long grass airstrip he advanced the throttle to full power with the brakes applied, 10 degrees of flaps, observed about 2,600 engine revolutions per minute, and released the brakes. The pilot stated that from the start he had the control wheel completely extended according to the procedure for soft-field takeoffs. The pilot further reported that about halfway down the runway he noticed that the airspeed indicator had only moved off the peg and just above the 40 knot mark. The pilot stated that about 60 percent of the way down the runway he realized that he was committed [to take off], as there was not enough runway to stop. The pilot reported that when he was at about 45 knots he pulled the nose off the runway, but there was only enough airspeed to lift the airplane about 4 feet off of the ground. The pilot revealed that he thought the airplane's elevator subsequently struck a barbed wire fence, just as the right wing impacted a couple of 10-foot high trees. The airplane then flew over a drainage ditch, followed by the main landing gear colliding with and severing a sprinkler pipe. The pilot added that the airplane then skidded on all three wheels before coming to rest upright about 30 feet past the sprinkler pipe. The pilot stated that because he could not attain adequate airspeed, he questioned whether something mechanical may have been wrong with the engine. The pilot reported that at the time of the accident the wind was calm and that the airplane was within its weight and balance limits. The pilot added that he had experience with soft and short fields, and that on the day prior to the accident he made 4 or 5 short-field takeoffs and landings at another airport in preparation for the next day's flight at the grass airstrip, 66WA; he made no reference to having practiced soft-field takeoffs and landings that day. The pilot added that in the future he would establish minimums for short-field operations, and not use a soft-field operations. Under the supervision of a Federal Aviation Administration (FAA) airworthiness inspector, a postaccident examination of the engine was performed by a certified FAA airframe and power plant mechanic. The mechanic reported that the initial visual inspection of the engine revealed no abnormalities. The engine compartment was clean, withno stains of oil or fuel noted. The oil level was 7 quarts, and the oil was clean. Engine cylinders 1, 2, 3, and 4 spark plugs were clean and gapped properly. Cylinder compression was tested cold, with the following noted: No. 1 - 79/80; No. 2 - 77/80; No. 3 - 78/80; No. 4 - 80/80. The throttle and mixture control cables were free and clear and observed in proper working order. The fuel valve rotated properly. The gascolator screen was clear and clean, with approximately 1 cup of fuel captured; no contaminants were observed. The airbox was clean. The carburetor, an AVSTAR MA 4-5, serial number AV95059, was removed and inspected. The carburetor accelerator pump worked properly, the carburetor bowl was clean, the floats were intact with no leakage, the springs were all in working order, the jets were clean, and approximately 1 cup of fuel was captured; no contaminants were observed. The fuel color was noted as blue. There were no known defects with either the left or right magnetos. The engine crankshaft was observed to rotate freely, with possible damage to thrust bearing, as front and back play was beyond limits. The FAA inspector reported that the engine appeared to have been well maintained, and despite the accident, was in good condition. The inspector further stated that he found no anomalies during the inspection that would indicate that the engine would not have been developing full power at the time of the accident. ## Aircraft - Registration: [N75542](https://openairdocs.org/deregistered/N75542-2014-10-21), registration cancelled 2014-10-21, S/N 17267796, built 1976 (OpenAirDocs) - Reported make and model: CESSNA 172 - N - Registry model: [Cessna 172N](https://openairdocs.org/model/cessna-172n) (registry code 2072434) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17267796 - Year built: 1976 - Airframe hours: 9342 - Engines: Lycoming O-360 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: Annual, May 15, 2013, 23 hours before - Departed: 66WA, Trout Lake, WA - Destination: 66WA, Trout Lake, WA - Airport: 66WA, Trout Lake Airport, runway 25, 1,800 × 60 ft, grass/turf - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 61; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review May 17, 2013; seat: left; restraint: 3-point; flight hours: 261 total, 196 in this make and model, 180 as pilot in command, 4 in the last 90 days, 1 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 12 statute miles - Lowest ceiling: none - Temperature: 75 °F, dew point 48 °F - Altimeter: 30.12 inHg - Observed at: DLS, 24 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 20130628010819A](https://openairdocs.org/incident/20130628010819A), Jun 28, 2013: Cessna 172N, Trout Lake, WA, Substantial damage. Pilot attempted take off using a 1100' rough grass strip (WA66) with three passengers, 44 gallons of fuel and OAT of 75 deg f. [privacy data omitted] Reported… ## Docket (6 files) The files NTSB released with the investigation on September 18, 2014, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=87328. 1.7 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 681 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40416679&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Engine Examination Documents (item 2, .PDF, 191 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40416680&FileExtension=.PDF&FileName=Engine%20Examination%20Documents-Redacted.PDF - FAA Inspector's Statement (item 3, .PDF, 515 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40416681&FileExtension=.PDF&FileName=FAA%20Inspector%27s%20Statement-Redacted.PDF - Record of Conversation (item 4, .PDF, 31 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40416682&FileExtension=.PDF&FileName=Record%20of%20Conversation-Master.PDF - Weight and Balance (submitted by pilot) (item 5, .PDF, 181 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40416683&FileExtension=.PDF&FileName=Weight%20and%20Balance%20(submitted%20by%20pilot)-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 6, .PDF, 125 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40416684&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-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.