The flight instructor reported that, during takeoff with the student pilot on the flight controls, the Cessna 172 veered slightly to the left. She assisted with rudder input and they corrected the veer, but then the airplane veered left abruptly. The instructor assumed control of the airplane, pulled the power, and applied brakes and rudder. But, the airplane exited the runway at the airport in Morristown, New Jersey, to the left into the grass, and the nose landing gear collapsed.
The student reported that, upon reflection, he recalled the instructor telling him about the left turning tendencies and having to correct with the opposite (right) rudder. He reported that he may have corrected with the wrong rudder during the takeoff.
The airplane sustained substantial damaged to the engine mount and fuselage.
The flight instructor reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
The automated weather observation station located on the airport reported that, about 10 minutes before the accident, the wind was from 290° at 7 knots. The airplane was departing Runway 31.
The FAA’s Airplane Flying Handbook, FAA-H-8083-3B, provides information and guidance in a section titled “Normal Takeoff” which states in part:
As the airplane gains speed, the elevator control tends to assume a neutral position if the airplane is correctly trimmed. At the same time, the rudder pedals are used to keep the nose of the airplane pointed down the runway and parallel to the centerline. The effects of engine torque and P-factor at the initial speeds tend to pull the nose to the left. The pilot must use whatever rudder pressure is needed to correct for these effects or winds.
Probable Cause: The student pilot’s improper rudder input and the flight instructor’s delayed remedial action during takeoff, which resulted in a loss of directional control, a runway excursion, and the landing gear collapsing.
This February 2019 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.
Just a quibble about the AFH quote . In a level attitude the left yawing tendency on takeoff roll is due to engine torque and prop slipstream. P-factor is zero until pitch-up begins .
You’re absolutely right, Mr. Lee Ensminger
Runway excursion in a Cessna 172 with virtually no crosswind on takeoff?
This was a stock 172 with almost 16,000 hours on it, powered by an 8,000 hour stock engine (300 SMOH), so the left-turning-tendencies were mild at most. It was 5 p.m. on a February day in New Jersey so it was very near dark. The runway was 150′ wide and this was a brand new zero-time student – all per the report. The CFI had 110 hrs as a CFI with a 368 TT. Oh, and her medical had reverted to a 3rd class just over 6 months prior to the accident.
This appears to be a CFI who wasn’t paying much attention to anything, and was either pushed by management (141 school) to “get the kid in the air”, was focused on personal gain (revenue and hours), or was an organic product from a flawed organization that churned out licenses but failed to teach how to teach.
Or….he was confused and simply overpowered her on the rudders?…A risk many instructors face.
Entirely true, but I’ll add this: There should be a firm understanding from Day One that when the instructor, who is also the PIC, says “My airplane,” the student’s only job is to release the controls, take their feet off the rudder pedals and sit back out of the way. Discussion can take place later about the reasons for that, or what was going wrong, but in that moment, the student should completely relinquish control to the instructor immediately.