20030531011699A

(-23) Pilot's statement: dear Mr. Roche, thank you for your time and evaluation of the incident at tvl on Saturday, 05-31-03. The following is the statement that will be submitted to NTSB per part 830: civil air patrol (cap) was assigned an air force mission #03M-1005A to search for a missing aircraft. We were to go to winnemucca, NV. Per cap regulations, I obtained a flight release from lt. col. Robert boone. Were were assigned to N4892N, a cap corporate aircraft. The crew arrived at tvl/cap headquarters at @ 5:20 am. I received a standard weather briefing, including NOTAMS for our route, and I filed a FAA flight plan with reno flight service. Todd hallmeyer, copilot, did the preflight with aircraft checklist and flashlight. We boarded the aircraft. We listened to ASOS at tvl. We proceeded with the pre-taxi checklist, which included crew briefing and full and visual deflection of controls; free and correct. I called out the checklist items and observed todd do each item correctly while repeating them back to me in the challenge and response format. During the crew breifing, I explained that although todd was doing the takeoff, should any abnormality arise, I would assume control of the aircraft with the standard exchange of controls by repetitive verbal confirmation. Todd concurred. Todd taxied to the run-up area at the end of runway 36. We proceeded with the run up checklist, completing all items in order, which included the trim set for takeoff and a second visual check of full deflection of the flight controls free and correct. I asked glenn, observer/scanner for this mission), to record the time. It was 6:15 am. We did a 360-degree turn on the ramp to check for any area traffic as well as any oil leaks that may have occurred during run up. I announced our departure to tvl traffic on CTAF since the tower was not yet open. Todd positioned centerline on runway 36. He applied full power smoothly, called out engine instruments in the green, airspeed alive, and rotated at 60 knots indicated airspeed. The aircraft departed the ground smoothly. As todd tipped the nose forward to gain airspeed, the aircraft suddenly and severely pitched up. Todd had his airms braced full forward on the yoke and the aircraft continued to rise. Todd stated we have a problem. At that point, I said it's my plane. I've got it. Todd acknowledged and agreed. We both pushed hard forwardon the yoke with no response. I determined that we were on the verge of a departure stall, and immediately reduced the power and removed the 10 degrees of flaps. Glenn moved forward to shift more weight to the front of the aircraft. The nose lowered and I gained control of the aircraft with no runway left on which to land. I reapplied power to control the pitch of the aircraft and picked a suitable place to land. I proceeded with a forced landing. In an attempt to reduce power, I retarded the throttle. There was no response from the engine. I continued to attempt to reduce power by firmly adjusting the throttle to idle position; again with no response. I redirected my heading towards tall brush in order to slow the aircraft down. Plowing through the brush reduced our speed and I landed on the mains. The nose wheel collapsed upon touching the soggy ground. We were momentarily suspended upside down, and came to rest in that condition after sliding across the meadow. I was unaware of the engine separating from the fuselage until after exiting the aircraft. We immediately exited the aircraft. Glenn got out the left side first, and then assisted todd. Todd assisted me. Glenn and I were transported to barton hospital. I highly commend my crew for the teamwork, skill and cooperation, which led to this outcome. Their support was key in our safety. Respectfully submitted, valerie dearborn.