Narrative:

I landed at 5d5 on runway 9. I taxied down to the intersection of runways 9/27 and 16/34 to check the windsock. The windsock indicated an e-se wind (approximately 120 degrees) at 6-8 KTS. I decided to use runway 16 for departure. I noted that the first 1/3 of the runway was sloped upwards and that the surface of the runway was covered with thick, wet grass. From these 2 things, along with the fact that the day was cool and dry and should allow for good airplane takeoff performance, I felt that 2/3 of the runway would be sufficient for takeoff. I centered the airplane on runway 16, went through a pre-takeoff check, held the brakes and applied full power, checked for RPM of 2500, made sure everything was working properly, released the brakes, and began to taxi. During the pre- takeoff check, I applied 10 degrees of flaps. I applied full power, did a check of engine RPM and the other gauges. As I taxied forward, I pulled back on the yoke to get the nose off the ground. I noticed that the rate of increase of the airspeed was slow. I could feel the airplane getting 'light' on the wheels but the nose wheel wouldn't stay off the ground. I looked to my right and saw that we were almost abeam the windsock and still at only about 50 KTS. Directly in front of me, past the end of the runway, was a stone building with a fairly large rock next to it. I did not feel I had enough runway or airspeed to clear that building so I aborted takeoff. I pulled the power to idle and attempted to slow the plane with the brakes. The wheels began to skid. From that point on my attention was totally focused on staying to the left of the building and rock. The plane slid through the end of the runway, struck a ridge which partially collapsed the nose gear, slid across the airport facility's driveway, struck a small rock which finished off the nose gear, and slid to a stop about 20-30 ft farther down. I feel that the largest contributing factor to the incident was that I didn't make full use of the runway. Measuring from the airplane's tracks showed that I took off on about 1700 ft of runway -- I gave up about 1000 ft. I worked out the takeoff roll from the chart in the 152 operations manual, taking into account as many of that day's conditions as possible. I came up with 1245 ft to clear a 50 ft obstacle. The only condition that the chart couldn't mathematically account for was the fact that the grass was wet. The corrective actions being taken are these: 1) 2 additional hours of instruction at a soft field situation. 2) a 1 hour check ride with the chief flight instructor at a local college. 3) a check ride with an FAA inspector to evaluate soft field operations performance. I firmly believe that the decision to abort the takeoff was the right one although the entire situation could have been avoided with better judgements prior to that. I feel that the thing that will help most in improving my judgement abilities is more experience.

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Original NASA ASRS Text

Title: ACFT DAMAGE NOSE GEAR OFF THE END OF THE RWY.

Narrative: I LANDED AT 5D5 ON RWY 9. I TAXIED DOWN TO THE INTXN OF RWYS 9/27 AND 16/34 TO CHK THE WINDSOCK. THE WINDSOCK INDICATED AN E-SE WIND (APPROX 120 DEGS) AT 6-8 KTS. I DECIDED TO USE RWY 16 FOR DEP. I NOTED THAT THE FIRST 1/3 OF THE RWY WAS SLOPED UPWARDS AND THAT THE SURFACE OF THE RWY WAS COVERED WITH THICK, WET GRASS. FROM THESE 2 THINGS, ALONG WITH THE FACT THAT THE DAY WAS COOL AND DRY AND SHOULD ALLOW FOR GOOD AIRPLANE TKOF PERFORMANCE, I FELT THAT 2/3 OF THE RWY WOULD BE SUFFICIENT FOR TKOF. I CTRED THE AIRPLANE ON RWY 16, WENT THROUGH A PRE-TKOF CHK, HELD THE BRAKES AND APPLIED FULL PWR, CHKED FOR RPM OF 2500, MADE SURE EVERYTHING WAS WORKING PROPERLY, RELEASED THE BRAKES, AND BEGAN TO TAXI. DURING THE PRE- TKOF CHK, I APPLIED 10 DEGS OF FLAPS. I APPLIED FULL PWR, DID A CHK OF ENG RPM AND THE OTHER GAUGES. AS I TAXIED FORWARD, I PULLED BACK ON THE YOKE TO GET THE NOSE OFF THE GND. I NOTICED THAT THE RATE OF INCREASE OF THE AIRSPD WAS SLOW. I COULD FEEL THE AIRPLANE GETTING 'LIGHT' ON THE WHEELS BUT THE NOSE WHEEL WOULDN'T STAY OFF THE GND. I LOOKED TO MY R AND SAW THAT WE WERE ALMOST ABEAM THE WINDSOCK AND STILL AT ONLY ABOUT 50 KTS. DIRECTLY IN FRONT OF ME, PAST THE END OF THE RWY, WAS A STONE BUILDING WITH A FAIRLY LARGE ROCK NEXT TO IT. I DID NOT FEEL I HAD ENOUGH RWY OR AIRSPD TO CLR THAT BUILDING SO I ABORTED TKOF. I PULLED THE PWR TO IDLE AND ATTEMPTED TO SLOW THE PLANE WITH THE BRAKES. THE WHEELS BEGAN TO SKID. FROM THAT POINT ON MY ATTN WAS TOTALLY FOCUSED ON STAYING TO THE L OF THE BUILDING AND ROCK. THE PLANE SLID THROUGH THE END OF THE RWY, STRUCK A RIDGE WHICH PARTIALLY COLLAPSED THE NOSE GEAR, SLID ACROSS THE ARPT FACILITY'S DRIVEWAY, STRUCK A SMALL ROCK WHICH FINISHED OFF THE NOSE GEAR, AND SLID TO A STOP ABOUT 20-30 FT FARTHER DOWN. I FEEL THAT THE LARGEST CONTRIBUTING FACTOR TO THE INCIDENT WAS THAT I DIDN'T MAKE FULL USE OF THE RWY. MEASURING FROM THE AIRPLANE'S TRACKS SHOWED THAT I TOOK OFF ON ABOUT 1700 FT OF RWY -- I GAVE UP ABOUT 1000 FT. I WORKED OUT THE TKOF ROLL FROM THE CHART IN THE 152 OPS MANUAL, TAKING INTO ACCOUNT AS MANY OF THAT DAY'S CONDITIONS AS POSSIBLE. I CAME UP WITH 1245 FT TO CLR A 50 FT OBSTACLE. THE ONLY CONDITION THAT THE CHART COULDN'T MATHEMATICALLY ACCOUNT FOR WAS THE FACT THAT THE GRASS WAS WET. THE CORRECTIVE ACTIONS BEING TAKEN ARE THESE: 1) 2 ADDITIONAL HRS OF INSTRUCTION AT A SOFT FIELD SIT. 2) A 1 HR CHK RIDE WITH THE CHIEF FLT INSTRUCTOR AT A LCL COLLEGE. 3) A CHK RIDE WITH AN FAA INSPECTOR TO EVALUATE SOFT FIELD OPS PERFORMANCE. I FIRMLY BELIEVE THAT THE DECISION TO ABORT THE TKOF WAS THE RIGHT ONE ALTHOUGH THE ENTIRE SIT COULD HAVE BEEN AVOIDED WITH BETTER JUDGEMENTS PRIOR TO THAT. I FEEL THAT THE THING THAT WILL HELP MOST IN IMPROVING MY JUDGEMENT ABILITIES IS MORE EXPERIENCE.

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.