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LAX01LA031

2000-10-29 · FRENCH VALLEY, California, United States · None · 1 aircraft · Status: Completed

Airport F70

Current FAA registration · N7279B

Make / Model
CESSNA 182S
Seats / Engines
4 seats · 1 engine
ADS-B equipped
Yes — Mode-S A9C122

Source: FAA Aircraft Registry (releasable master file).

Aircraft involved

Probable cause & findings

The pilot's failure to follow procedures and directives contained in the information manual. Contributing to the accident was the flight instructor examiner/passenger's inattention to the sequence of events.

Factual narrative

HISTORY OF FLIGHT

On October 29, 2000, about 1300 hours Pacific standard time, a Cessna 182S, N7279B, operated by the private pilot/owner, was substantially damaged during takeoff at French Valley, California. Neither the owner/pilot nor the flight instructor/examiner pilot was injured. Visual meteorological conditions prevailed for the personal flight operating under 14 CFR Part 91, and no flight plan was filed. The flight originated about 1245 as a local training/proficiency flight. The pilot stated that he was to practice short field takeoff procedures for use during trips to Mexico. A Federal Aviation Administration (FAA) certified flight instructor/examiner was with him. They departed on runway 18, following the FAA approved information manual procedure for short field takeoffs. The first takeoff was a rolling start using 20 degrees of flaps, full power, and the yoke all the way back. After liftoff, the instructor/examiner suggested that he level off and land on the remaining runway, which they did. The second takeoff was from a full stop at the beginning of the runway. The pilot said he powered up the engine, and with the flaps set at 20 degrees and the control yoke full back, he released the brakes. At rotation he said the tail tie down ring and tail cone contacted the runway and the airplane pitched up so steeply that he gave control to the instructor/examiner. He stated that the instructor yelled, "I don't have control." The airplane rolled off onto the right wing, and then quartered forward onto the left wing and nose. During the postaccident examination of the airplane the elevator trim tab actuator was measured to have 1.25 inches of shaft extension. According to Cessna engineering information, 1.27 inches is considered to be the zero or neutral position. According to the Cessna 182S Information Manual, Section 4 Normal Procedures:

SHORT FIELD TAKEOFF

1) Wing Flaps-20 degrees. 2) Brakes-APPLY. 3) Power-FULL THROTTLE and 2400 RPM. 4) Mixture-Lean to obtain Maximum Power Fuel Flow placard value. 5) Brakes-RELEASE. 6) Elevator Control-MAINTAIN SLIGHTLY TAIL LOW ATTITUDE. 7) Climb Speed-58 KIAS (until all obstacles are cleared). 8) Wing Flaps-RETRACT slowly after reaching 70 KIAS. In his written report, the pilot stated there were no mechanical failures or malfunctions. The instructor/examiner failed to return a written report. The pilot stated that he was to practice short field takeoff procedures for use during trips to Mexico. A flight instructor/examiner was with him as a passenger. They departed on runway 18, following the FAA approved information manual procedure for short field takeoffs. The first takeoff was a rolling start using 20 degrees of flaps, full power, and the yoke all the way back. After liftoff, the instructor/examiner suggested that he level off and land on the remaining runway, which they did. The second takeoff was from a full stop at the beginning of the runway. The pilot said he powered up the engine with the flaps set at 20 degrees and the control yoke full back, and he released the brakes. At rotation the tail tie down ring and tail cone contacted the runway and the airplane pitched up so steeply that he gave control to the instructor/examiner. He stated that the instructor yelled, 'I don't have control.' The airplane rolled off onto the right wing hitting the runway then quartered forward onto the left wing and nose just off of the runway. The Cessna 182S information manual for short field takeoff calls for wing flaps 20 degrees, brakes applied, full power and 2,400 rpm, lean mixture to obtain maximum power fuel flow placard value, release brakes, and elevator control to maintain 'slightly tail low attitude.' Postaccident examination of the airplane revealed that the flaps were in the up position at the time of ground impact. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12

Verbatim from NTSB's published report. Source file NTSB_2000_LAX01LA031.txt. Findings + structured fields enriched from FAA avall.mdb. Full investigation docket on data.ntsb.gov ↗.

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