The solo student pilot was performing a touch-and-go landing and touched down too far down the runway at the airport in Tomball, Texas.
He trimmed the Cessna 172R, raised the flaps, and advanced the throttle for takeoff.
He became unsure of the runway distance remaining, so he reduced the throttle to idle and applied the brakes to abort the takeoff.
The brakes locked up several times while he kept the plane on the runway centerline.
Realizing it was not slowing enough, he lowered the flaps to 30° and pushed forward on the control yoke to add drag and decrease lift. The plane slowed, but not enough to stop it from going off the end of the runway and hitting trees.
The NTSB determined the probable cause as the delay in aborting the takeoff, which resulted in the airplane going off the end of the runway and hitting trees.
NTSB Identification: CEN14CA023
This October 2013 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Unfortunate incident but luckily no injuries. Let’s don’t lose sight of the critical issues from which we can learn, which are to make sure that on every approach the airplane is descending towards the proper aiming point at the proper speed, and if that is not happening, a timely decision to go around is made.
Too bad the report doesn’t mention wind direction and landing runway. All too often a slight down wind landing will present the pilot with a long, floating landing, and after touchdown, the pilot will decide to go around, albeit a bit too late, only to result in a low climb out wherein the pilot pulls back on the yoke to avoid the fast approaching obstacle(s) resulting in a stall and hard impact with the ground.
Except for some benefit should a go around become necessary, I don’t see a T & G as a useful teaching maneuver. Better to invest time in teaching elements of landings and takeoffs without adding both workload and unnecessary stress to the learning experience.
Correct me if I’m wrong, but I was told to slow the airplane quicker you dumped flaps to put more weight on the wheels (increase effectiveness of brakes) pulled the yoke back to increase aerodynamic breaking and put more weight on the mains of a 172.
Jay, you are correct. I’m surprised that the NTSB didn’t cite improper technique in this incident report. Here’s the proper procedure for a short field landing (note the last step, which represents the best way to slow down with limited runway available).
SHORT FIELD LANDING
1. Fly a normal approach with a slightly extended downwind leg.
2. On final, set full flaps and add power to hold 60KIAS.
3. Power off and pitch down as soon as you can glide to the threshold.
4. Immediately after touchdown lower nose gear, apply brakes, retract flaps and pull yoke aft.
Well I’m relieved I was trained properly at least. Yes then it is surprising the NTSB didn’t cite improper technique.