Cessna 172N accident near Waynesboro, Virginia, July 24, 2010

The NTSB's narrative final · quoted from the NTSB record

The pilot stated that prior to departure he calculated the weight, balance, and density altitude for his departure airport. Using the reported temperature of 40 degrees Celsius, he determined the takeoff roll would be 1,500 feet by referencing the airplane's Pilot Operating Handbook (POH). The departure runway was annotated in the airport directory as being 2,009 feet long and in poor condition. The pilot planned to use the grass overrun area of the runway to extend the departure roll by about 400 feet. The pilot completed an engine run-up and noted no anomalies. He extended the flaps to 10 degrees for a short-field takeoff and taxied into position for takeoff. With the brakes set, he increased the throttle to full power and leaned the mixture in an effort to gain better performance. When the tachometer indicated 2,400 rpm, he released the brakes and started the takeoff roll. Initial acceleration was slow, but once the airplane reached the paved runway the airplane accelerated normally. The airplane lifted off the runway and remained in ground effect. The pilot turned to the left to avoid trees, flew under power lines, and made a forced landing to a field where the airplane collided with a fence. The airport manager, who observed the takeoff, stated that the pilot forced the airplane into the air, and it wallowed left to right barely flying. He opined that the airplane never flew out of ground effect. According to the POH, "...normal and short field takeoffs are performed with flaps up. Use of 10 degree flaps is reserved for takeoff from soft or rough fields. Use of 10 degree flaps allows safe use of approximately 5 KIAS lower takeoff speeds than with flaps up. The lower speeds result in shortening takeoff distances up to approximately 10 percent. However, this advantage is lost if flaps up speeds are used, or in high altitude takeoffs at maximum weight where climb performance would be marginal with 10 degree flaps. Therefore, use of 10 degree flaps is not recommended for takeoff over an obstacle at high altitude in hot weather..."

The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.