NTSB Factual Report

On June 19, 2014, about 0820 Pacific daylight time, a Cessna 172RG airplane, N6091R, sustained substantial damage as a result of a runway excursion and subsequent impact with terrain and object after an aborted takeoff from Alturas Municipal Airport, Alturas, California. The private pilot and private pilot-rated passenger were not injured. The airplane was registered and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a local flight. Visual meteorological conditions prevailed for the flight and a flight plan was not filed.

In a written statement, the pilot stated that during the takeoff roll, on runway 21, she realized that the takeoff distance was longer than normal. The airplane had not reached rotation speed, but it lifted off about a foot, and then settled back to the surface. After reaching the intersecting runways, about 1,900 feet down the 3,096 foot runway, the pilot realized that she did not have sufficient runway remaining and decided to abort the takeoff. The pilot reduced engine power and applied brakes. The passenger reported that he too applied the brakes after the pilot announced the aborted takeoff. The airplane subsequently veered off the side of the runway into the brush and collided with a ditch and fence before nosing over.

Examination of the recovered airframe revealed that the fuselage had buckled near the main landing gear struts and structural damage was observed to the lower side of the fuselage aft of the firewall. The forward side of the fuselage between the windshield and the firewall was damaged from a T-bar fence post during the accident sequence. The windshield was broken. The top of the vertical stabilizer and rudder were crushed. The dorsal fairing was buckled near the vertical stabilizer. The leading edge of the right wing tip was crushed downward. The left wing was bent downward near the lift strut to the tip. The nose gear had separated from the airplane during the accident sequence. The propeller assembly had impact damage to the blades and the spinner was crushed. Control cable continuity was established from the cabin controls to each flight control surface. The flaps and the handle were found about the 5-degree position. The elevator and rudder trim were found in about the neutral position. Engine control continuity was established from the mixture control arm to the cabin control. The throttle and propeller cables were visible through the damaged fuselage near the firewall, and were distorted along with other wires and structure. During the retrieval process a T-bar fence post was removed from this area. The throttle handle moved slightly by hand and with no movement at the lever arm. The throttle lever arm could be moved freely by hand. The propeller handle had separated from the cable near the handle. The fuel selector was in the "OFF" position. The gascolator was removed during the initial examination of the wreckage and no debris was noted. Fuel was also collected from the wing tanks and gascolator. The collected fuel tested negative for water using Sar-Gel water detection paste. The fuel selector handle operated normally in each position. The wing tank caps were removed and the seals were undamaged. The fuel tank vent was unobstructed. Both fuel tanks were full of fuel. The left landing gear strut was lifted off the ground with the use of a hoist. Two hands were required to rotate the tire. Both the right and left brake pads as viewed from the top showed little wear. The rotor surfaces had thermal discoloration and were blue in color. The left brake assembly was disassembled and both pads had small portions of damaged pad material. The pad's contact surface had carbon buildup and grove marks. The right brake assembly was disassembled and the pad's contact surface had carbon buildup and grove marks. The pucks were removed and a small amount of brake fluid flowed into a jar. The fluid was dark red in color. The puck o-rings were intact and undamaged. Examination of the engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

The propeller governor was removed and the filter/screen element was free of debris. The propeller governor drive shaft was rotated by hand and oil flowed freely from a port. The propeller governor was bench tested and no anomalies were noted.

According to the maintenance records, the most recent annual inspection was completed on June 3, 2014, at a recorded tachometer time of 3857.2 hours. The tachometer at the time of the accident indicated about 3,860.2 hours.

The airport elevation was 4,378 feet mean sea level (msl), and the associated density altitude was about 4,544 feet msl. The airplane owner's handbook provided takeoff data applicable to a hard surfaced runway with a 0-degree flap setting. From a hard surface runway, at a pressure altitude of 5,000 feet msl, an ambient temperature of about 48 degrees F, and calm wind, the expected takeoff ground roll would be about 1,155 feet and the landing distance would be about 740 feet. The runway surface length is 3,096 feet.

The wind at the time of the accident was calm.

NTSB Probable Cause

The airplane’s failure to attain rotation speed during the takeoff roll for reasons that could not be determined because postaccident examination did not reveal any anomalies that would have precluded normal operation. Contributing to the accident was the pilot’s delayed decision to abort the takeoff with insufficient runway remaining to stop.