According to the pilot, he began the takeoff roll from a runway intersection at the airport in Topping, Virginia, and pitched the Mooney M20’s nose up for maximum climb to avoid trees.
However, he noted, “I over-rotated and entered a power-on stall.”
He attempted to correct by lowering the nose, but the airplane rolled to the left and entered the trees before hitting a house.
The airplane sustained substantial damage to both wings and the fuselage.
Probable cause: The pilot’s exceedance of the airplane’s critical angle of attack during takeoff, which resulted in a departure stall.
NTSB Identification: GAA18CA004
This October 2017 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.
Before condemning “intersection take-offs” keep in mind the actual airport size and time to taxi to a take-off. If the runway is approximately 3,000 feet or less, you should use the full length.
But larger airports might require a 10-30 minute taxi time to get to the beginning of a 15,000 foot runway.
Early rotation will invariably lead to exceeding the Xx-Vy pitch attitude and increase the required take-off distance.
You can not force an airplane to fly before it is ready. If you make every take-off a “short and soft field” take-off your flying skills will be sharper.
Jim, as stated, the runway in question was 2200 feet. His intersection takeoff gave him 1300.
Surely, you don’t believe that was a smart move, especially in a Mooney.
Just one comment about an accident – if possible avoid any involvement, and particularly with the FAA. When the weight of the paperwork equals your weight they might release you from further involvement, but don’t count on it. As an ex airport manager this comment is from experiences. Yes – plural.
Yep, wrecked an aircraft, a house, and GA reputation to save taxi time! LOOSER,
an excellent summary in one sentence.!
Yeah, maybe… but misspelling “Loser” cost him a little credibility.
He didn’t misspell the word…he was EMPHASIIIIZING it by adding an extra OH, misspell checker dude.
I was trying to draw out the loser! Like loooooser, guess I should have added more!
Ain’t dat so?
Also, the POH for the M20C lists 1,250 ft to clear a 50 ft object. But that’s with a new aircraft and an expert pilot. We are always advised to add 50% to that number.
So, a short field takeoff would need about 2,000 ft to clear 50 ft, and the trees were 60+ ft., which were about 800 ft past the departure end..
He used 1,300 ft of runway, plus 800 = 2,100 ft….it would be close.
Better to have used all 2,167 ft and had about 3,000 ft to clear the trees.!!
I hope that he learned a few things….
This guy was an accident waiting to happen….and it did.
He had 29 hrs in the aircraft , which he started flying 3 month ago.
He flew direct from Pensacola, 690 nm, in an aircraft with a spec range of 650 nm. I suspect that he was just about out of fuel, not ’10 gallons remaining’
Then doing a takeoff with 1,300 ft of runway, near gross, with 60ft trees 800 ft past the departure end, and doesn’t do a short field takeoff..?.
Even using the 2,167 ft of runway the Mooney would be just able to clear the trees.
There are a number of 5,000 ft runways within15 nm. why not land at one of these.?
This guy listed that he holds an ATP and multi-engine rating. …lots of ratings- not much common sense.
So, he wrecks the airplane and someones house.
More Stupid Pilot Tricks..
Unfortunately most of these NTSB reports don’t give you any insight into why these pilots make bad decisions. Would love to know the thought process behind the ADM in these accidents.
The NTSB accident docket has form 6120 with a lot of detail.
Thanks. I forgot to look at that document and it reveals some pertinent information. Unicom mentioned the winds were light and variable and said the pilot could use 01 from the intersection or full length to be on course to the north. As I suspected that makes it look like intersection takeoffs may have been common at this airport and that that somehow played a role in this accident. The wind had been about 5 kts favoring 19 but was now light and variable, so the pilot bit. The runway remaining and distance to obstacle appeared doable with light and variable winds but not by much. However the question is what were the winds in reality above the wind sensor – many times they are significantly different. The winds at two other airports in the area (West Point KFYJ and Tangier KTGI) were 17003 and 17007 respectively, enough to indicate the pilot at Tapping was probably dealing with a tailwind component immediately after takeoff. For a short runway surrounded by obstacles where the ground wind sensor may be blocked, the winds aloft forecast could be helpful for determining the direction of takeoff. The pilot made a pretty good risk assessment analysis after the fact including choice of runway and his proficiency (lack of) in the maximum performance takeoff. Too bad that wasn’t done beforehand and that he got caught in a perfect storm – he was going to go full length, the wind sock just happened to go limp, and unicom made a fateful comment.
Intersection takeoff. Really? That runway at W75, Hummel Field, is less than 2200 feet in the first place. Why the hell would you do an intersection takeoff??
I guess it was worth the two minutes taxi time he saved.