Event FTW98LA029

Factual narrative

On October 23, 1997, at 1630 mountain daylight time, a Cessna 185C, N725, nosed over during takeoff roll at Farmington, New Mexico. The airline transport certificated pilot, sole occupant, received no injuries and the aircraft sustained substantial damage. Visual meteorological conditions prevailed for this personal flight conducted under Title 14 CFR Part 91 and no flight plan was filed. The intended destination was Bakersfield, California. According to the pilot, he had purchased the aircraft the day before the accident. He reported he had moderate experience in type but lacked recent experience, and had flown the aircraft only 9 hours in the last ninety days. The pilot stated that prior to starting his takeoff roll he put in full forward elevator control and when the tail came up, he intended on releasing the forward pressure. He said he was unable to move the elevator controls back to neutral. The propeller struck the ground and the aircraft nosed over causing substantial damage to the top of the wing, fuselage, and vertical stabilizer. Following the accident, two mechanics from Four Corners Aviation checked the aircraft. They said the control lock was not installed and that the elevator controls were free with full movement in both directions, and control continuity was established. They did not note the stabilizer trim setting. The takeoff was being conducted on runway 25 and the control tower observed wind at the time was from 270 degrees at fifteen knots. According to the aircraft operating handbook wind chart, a 5 knot crosswind was being encountered. The manual also states the demonstrated maximum cross wind for takeoff is 15 knots. The pilot said he thought the wind was from 300 degrees at 26 knots gusting to 38 knots. The mechanics who examined the aircraft said the wind was "pretty much down the runway and steady." According to information provided by the Cessna Aircraft Company, the Cessna 185 aircraft is incapable of achieving a sufficient nose down attitude during takeoff roll to strike the propeller on the ground if the stabilizer trim is in the takeoff range. Cessna also provided information that the elevator controls may be difficult to move rearward under full power conditions if the stabilizer trim is nose down out of the takeoff range. Further, they provided information that the only known way to achieve a propeller strike during takeoff roll is to use brakes if the aircraft is in trim. The pilot was on a cross-country flight after purchasing the aircraft the previous day. He said he had moderate experience in the aircraft, but lacked recent experience and had flown the aircraft 9 hours in the previous 90 days. The pilot said that during the takeoff roll, he put the yoke full forward, planning to return it to neutral when the tail lifted. He said that when the tail came up, he could not move the yoke aft to neutral, and the aircraft went nose down and nosed over. Examination of the aircraft following the accident revealed no discrepancies in the flight control system. According to the manufacturer, if the stabilizer trim is in the takeoff range, the aircraft is incapable of rotating to that degree of nose down attitude during the takeoff roll. Also, the manufacturer reported that if the trim is nose down, out of the takeoff range, the aircraft will nose down, and it is difficult to move the yoke aft. In addition, the manufacturer said the only other way to achieve this type of event is to use the brakes during the takeoff roll. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12