20000126000279A

(.19) On January 26, 2000, at 1100 central standard time, a Cessna 414 twin-engine airplane, N7VS, was substantially damaged during takeoff at the Downtown airpark near Oklahoma City, Oklahoma. The aircraft was registered to malibu boats west, inc., of merced, California, and operated by a private individual. The commercial pilot, and pilot rated passenger sustained minor injuries. Instrument meteorological conditions prevailed, and an IFR flight plan was filed for the 14 code of federal regulations part 91 positioning flight. The cross-country flight to el paso, Texas, was originating at the time of the accident. According to the FAA inspectors, who went to the accident site, the airplane had been towed from a hangar to the taxiway. The aircraft's engines were started and after completing the run-up checklist, the pilot was unable to contact clearance delivery for his IFR clearance. The pilot got out of the aircraft and went inside the hangar to get the telephone number for clearance delivery. The pilot returned to the aircraft and called clearance delivery on his cellular phone. After obtaining his clearance, the pilot taxied the airplane to runway 16 for takeoff. It was snowing and about 20 minutes had elapsed since the airplane had been towed from the "68 degree f" hangar. The pilot did not deice the airplane. During the takeoff, the airplane became airborne after traveling about 2400 feet down the 3,240 foot runway. The airplane was unable to leave ground effect and impacted an embankment at the end of the runway. It continued through a fence and came to a stop in a brick storage yard about 800-1,000 feet from the departure end of the runway. Examination of the aircraft by FAA inspectors revealed that the left wing was separated from the fuselage, and the fuselage and right wing were bent. At 1053, the weather observation facility at the will rogers world airport (located 5 miles southwest of the accident site) reported in part, wind 100 degrees at 7 knots, visibility 1/2 mile with snow and freezing fog, temperature 27 degrees f, dew point 25 degrees f, and altimeter 30.07 inches of mercury. (-23) pilot received a briefing and filed an instrument flight plan from 2DT to elp. The aircraft was towed from a hanger (68 degrees) to the taxiway where the pilot performed his runup. When ready for departure he was unable to contact clearance delivery by radio. One pilot left the aircraft and went to the terminal to get the telephone number for clearance delivery. He returned to the aircraft his clearance by cellular telephone. He then taxied to and departed runway 16. There was approximately 20-25 minutes between being towed fron the hanger till takeoff roll. During this time, snow turning to slush and ice, was accumulating on the flight surfaces of the aircraft. The aircraft lifted off in ground effect approximately 2500 feet down the 3240 foot runway. The aircraft was unable to climb and struck an embankment approximately 800 feet from the departure end of the runway and came to a rest approximately 1000 feet from the end of the runway. (.4) on januaray 26, 2000, at 1000 CST, a Cessna 414 twin-engine airplane, was substantially damaged during takeoff at the down town airpark airport near Oklahoma City, Oklahoma. The aircraft was registered to malibu boats west, inc., of merced, California, and operated by a private individual. The commercial pilot and pilot rated passenger sustained minor injuries. Instrument meteorological conditions prevailed, and an IFR flight plan was filed for the 14 code of federal regulations part 91 positioning flight. The cross-country flight to el paso, Texas, was originating at the time of the accident. The pilot reported that light snow was falling, with approx. 2 inches on the ground, and the runway had been plowed at 1000, for another a/c departure. About 1015, the pilot filed a flight plan and received a weather briefing. After completeing a preflight of the airplane in the ahngar, he had the airplane towed to the midfield taxiway. At 1045 the aircraft's engines were started. The pilot was unable to contact approach control and clearance delivery to botain an IFR clearance and after about 5-6 minutes, he sent his passenger to the FBO to get the telephone nu mber for clearance delivery. The passenger returned to the a/c with the number, and the pilot called clearance delivery on his cellular phone. After obtaining an IFR clearance, and release time, the pilot completed run-up and preflight checks. The pilot back taxied the airplane to the departure end of runway 16 for takeoff. About twenty minutes had elapsed since the airplane had been towed from the "68 degree f" hangar. During the takeoff, the airplane accelerated "normally" and became airborne after traveling about 2,160 feet down the 3,240 foot runway. After liftoff, the airplane did not climb above 25 or 30 feet AGL. Airspeed began to deteriorate and the landing gear and flaps were raised; however, "airspeed continued to degrade to just above the stall speed." The airplane impacted an embankment at the end of the runway, continued across railroad tracks, through a fence, and came to a stop in a brick storage yard about 800-1,000 feet from the departure end of the runway. The pilot stated that someone told him that the airport did not have any deicing equipment, therefore, he did not deice the airplane. Examination of the a/c by FAA inspectors revealed that the left wing was separated from the fuselage, and the fuselage and the right wing were bent.