Crash landing after takeoff.

Attributes
ACN	202214
Time
Date	199202
Day	Sun
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : 36u
State Reference	UT
Altitude	agl bound lower : 0 agl bound upper : 200
Environment
Flight Conditions	Mixed
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : fra
Operator	general aviation : personal
Make Model Name	Small Aircraft, Low Wing, 1 Eng, Retractable Gear
Flight Phase	climbout : initial climbout : takeoff landing other
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : instrument pilot : private
Experience	flight time last 90 days : 38 flight time total : 260 flight time type : 91
ASRS Report	202214
Person 2
Affiliation	Other
Function	observation : passenger
Qualification	other other : other
Events
Anomaly	aircraft equipment problem : critical conflict : ground critical other anomaly other anomaly other other spatial deviation
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	flight crew : rejected takeoff other
Consequence	other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

I planned to depart heber city, ut, IFR for west houston lakeside. WX briefing was good but showed if there was possible in-flight icing it would be in departure area. Upon arrival at airport for preflight I discovered light snow covering the plane. I assigned my passenger cloths and save them the job of dusting the light, powdery snow off of wings. The windshield did have frost/ice on glass. After thorough preflight, long warmup taxi making sure I had visibility out of heber canyon I taxied onto runway. After running to 2200 RPM and checking engine gauges to be in green I let go of brakes and began roll. The engine appeared smooth, but did not have the usual 'roar of power!.' I assumed this was because I was not used to the planes performance at high altitudes. I allowed an extra 7 KIAS before rotation because we were near gross weight and at high altitude. Further we were within cg limits and performance specifications allowed takeoff at this field. After rotation I achieved climb of 100 to 200 FPM. Stall warning was chirping so lowered the nose and raised the gear. The plane continued a climb of 100 to 200 FPM and the stall horn continued to chirp. Suddenly the plane began to porpoise. When this began happening I told the passenger we had a problem and get ready for the worst. About that time the right wing stalled, 'full stall' and the action I took was to go nose downwind level. At about the time wings went level we impacted ground and skidded until we stopped. 1) in hindsight I feel that during training, more emphasis should have been placed on checking a) fuel flow, B) RPM, C) manifold pressure during rollout. If I had done this better I may have discovered a power problem earlier. 2) I should not have retracted gear to reduce drag. It was futile and unnecessary. 3) I should have received better training concerning whether snow is a hazard on the ground and more training on high altitude takeoffs. I would also like to add that I depart from 'axx' angel fire north.M. 3 days prior with the same, weight, cg and temperature. However the altitude was 8600 MSL and had no problems. Also the last inspection done prior to entering cockpit was to feel the leading edges of wings to check for frost or ice.

Original NASA ASRS Text

Title: CRASH LNDG AFTER TKOF.

Narrative: I PLANNED TO DEPART HEBER CITY, UT, IFR FOR W HOUSTON LAKESIDE. WX BRIEFING WAS GOOD BUT SHOWED IF THERE WAS POSSIBLE INFLT ICING IT WOULD BE IN DEP AREA. UPON ARR AT ARPT FOR PREFLT I DISCOVERED LIGHT SNOW COVERING THE PLANE. I ASSIGNED MY PAX CLOTHS AND SAVE THEM THE JOB OF DUSTING THE LIGHT, POWDERY SNOW OFF OF WINGS. THE WINDSHIELD DID HAVE FROST/ICE ON GLASS. AFTER THOROUGH PREFLT, LONG WARMUP TAXI MAKING SURE I HAD VISIBILITY OUT OF HEBER CANYON I TAXIED ONTO RWY. AFTER RUNNING TO 2200 RPM AND CHKING ENG GAUGES TO BE IN GREEN I LET GO OF BRAKES AND BEGAN ROLL. THE ENG APPEARED SMOOTH, BUT DID NOT HAVE THE USUAL 'ROAR OF PWR!.' I ASSUMED THIS WAS BECAUSE I WAS NOT USED TO THE PLANES PERFORMANCE AT HIGH ALTS. I ALLOWED AN EXTRA 7 KIAS BEFORE ROTATION BECAUSE WE WERE NEAR GROSS WT AND AT HIGH ALT. FURTHER WE WERE WITHIN CG LIMITS AND PERFORMANCE SPECS ALLOWED TKOF AT THIS FIELD. AFTER ROTATION I ACHIEVED CLB OF 100 TO 200 FPM. STALL WARNING WAS CHIRPING SO LOWERED THE NOSE AND RAISED THE GEAR. THE PLANE CONTINUED A CLB OF 100 TO 200 FPM AND THE STALL HORN CONTINUED TO CHIRP. SUDDENLY THE PLANE BEGAN TO PORPOISE. WHEN THIS BEGAN HAPPENING I TOLD THE PAX WE HAD A PROBLEM AND GET READY FOR THE WORST. ABOUT THAT TIME THE RIGHT WING STALLED, 'FULL STALL' AND THE ACTION I TOOK WAS TO GO NOSE DOWNWIND LEVEL. AT ABOUT THE TIME WINGS WENT LEVEL WE IMPACTED GND AND SKIDDED UNTIL WE STOPPED. 1) IN HINDSIGHT I FEEL THAT DURING TRAINING, MORE EMPHASIS SHOULD HAVE BEEN PLACED ON CHECKING A) FUEL FLOW, B) RPM, C) MANIFOLD PRESSURE DURING ROLLOUT. IF I HAD DONE THIS BETTER I MAY HAVE DISCOVERED A PWR PROBLEM EARLIER. 2) I SHOULD NOT HAVE RETRACTED GEAR TO REDUCE DRAG. IT WAS FUTILE AND UNNECESSARY. 3) I SHOULD HAVE RECEIVED BETTER TRAINING CONCERNING WHETHER SNOW IS A HAZARD ON THE GND AND MORE TRAINING ON HIGH ALT TKOFS. I WOULD ALSO LIKE TO ADD THAT I DEPART FROM 'AXX' ANGEL FIRE N.M. 3 DAYS PRIOR WITH THE SAME, WT, CG AND TEMP. HOWEVER THE ALT WAS 8600 MSL AND HAD NO PROBLEMS. ALSO THE LAST INSPECTION DONE PRIOR TO ENTERING COCKPIT WAS TO FEEL THE LEADING EDGES OF WINGS TO CHK FOR FROST OR ICE.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.