Narrative:

On the day of may 1990, while in practice with a student maximum performance takeoff at west milford, nj, greenwood lakes airport; attempting takeoff on runway 20. I got onto the runway applied 20 degree of flaps, pushed throttle forward to full power, released brakes, accelerated to rotation speed, at approximately 50 KIAS. Noting that I needed to clear soft cliff obstacle at the other end. After rotation and still in ground effect rate of climb at best angle was not enough to clear the obstacle to which I was closing in on. I felt the airplane too weak and slow in lift production, which would have been caused by sudden wind shift due to mountain terrain surrounding the field. Student relieved controls and I made decision to abort takeoff. My judgement was that the airplane was not going to make it across the cliff. I landed on the last one third of the runway applying maximum braking to stop the roll. The airplane went over the edge on to the sand, through bushes, which I was not able to identify large size rocks that I could have avoided if seen that the nose gear struck and sheared causing the airplane to tilt on left wingtip denting it and nose over causing propeller and cowling damage. Both I and the student walked away from the scene no injuries whatsoever. Note. I did my training through all that area and it was not the first takeoff from that particular runway. Problem was caused by improper flaps setting 20 degree instead of recommended 10 degree (by mfr). My previous takeoffs were in other model airplane which has better rate of climb. To correct situation, one should always consult manual for recommended procedures.

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Original NASA ASRS Text

Title: GA SMA RWY EXCURSION DURING TKOF ABORT.

Narrative: ON THE DAY OF MAY 1990, WHILE IN PRACTICE WITH A STUDENT MAX PERFORMANCE TKOF AT W MILFORD, NJ, GREENWOOD LAKES ARPT; ATTEMPTING TKOF ON RWY 20. I GOT ONTO THE RWY APPLIED 20 DEG OF FLAPS, PUSHED THROTTLE FORWARD TO FULL PWR, RELEASED BRAKES, ACCELERATED TO ROTATION SPD, AT APPROX 50 KIAS. NOTING THAT I NEEDED TO CLR SOFT CLIFF OBSTACLE AT THE OTHER END. AFTER ROTATION AND STILL IN GND EFFECT RATE OF CLB AT BEST ANGLE WAS NOT ENOUGH TO CLR THE OBSTACLE TO WHICH I WAS CLOSING IN ON. I FELT THE AIRPLANE TOO WEAK AND SLOW IN LIFT PRODUCTION, WHICH WOULD HAVE BEEN CAUSED BY SUDDEN WIND SHIFT DUE TO MOUNTAIN TERRAIN SURROUNDING THE FIELD. STUDENT RELIEVED CONTROLS AND I MADE DECISION TO ABORT TKOF. MY JUDGEMENT WAS THAT THE AIRPLANE WAS NOT GOING TO MAKE IT ACROSS THE CLIFF. I LANDED ON THE LAST ONE THIRD OF THE RWY APPLYING MAX BRAKING TO STOP THE ROLL. THE AIRPLANE WENT OVER THE EDGE ON TO THE SAND, THROUGH BUSHES, WHICH I WAS NOT ABLE TO IDENT LARGE SIZE ROCKS THAT I COULD HAVE AVOIDED IF SEEN THAT THE NOSE GEAR STRUCK AND SHEARED CAUSING THE AIRPLANE TO TILT ON L WINGTIP DENTING IT AND NOSE OVER CAUSING PROP AND COWLING DAMAGE. BOTH I AND THE STUDENT WALKED AWAY FROM THE SCENE NO INJURIES WHATSOEVER. NOTE. I DID MY TRNING THROUGH ALL THAT AREA AND IT WAS NOT THE FIRST TKOF FROM THAT PARTICULAR RWY. PROB WAS CAUSED BY IMPROPER FLAPS SETTING 20 DEG INSTEAD OF RECOMMENDED 10 DEG (BY MFR). MY PREVIOUS TKOFS WERE IN OTHER MODEL AIRPLANE WHICH HAS BETTER RATE OF CLIMB. TO CORRECT SITUATION, ONE SHOULD ALWAYS CONSULT MANUAL FOR RECOMMENDED PROCS.

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.