20110518024499A

On may 18, 2011, at 1727 pacific daylight time, an experimental Boeing 707-321B, N707AR, collided with terrain during takeoff from Naval base Ventura county, Point Mugu, California. Omega aerial refueling services, inc., was operating the airplane as a local public use flight under the provisions of 14 code of federal regulations (CFR) part 91. The airline transport pilot captain, commercial pilot first officer, and flight engineer sustained minor injuries. The airplane sustained substantial damage to the wings, fuselage, and empennage from impact forces and post crash fire. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed. The flight crew indicated that they delayed their takeoff due to high wind conditions. Once the winds were within limits, they reported that startup was normal. Prior to takeoff, they decided to add 5 knots to their rotation speed, and power up slowly and as smoothly as possible. The captain was the flying pilot. The first officer called critical engine failure recognition speed (V1) reference speed at 141 knots, and rotation speed (vr) at 150 knots. The captain rotated the airplane, and it then lifted off about 7,000 feet down the 11,000-foot runway. About 20 feet above ground level (AGL), the number two engine (left inboard) throttle lever slammed back to the idle position. The airplane stopped climbing, and the captain adjusted the pitch slightly down to hold V2 speed. Witnesses observed the airplane lift off, and something shiny go up and over the left wing. They also observed a fireball on the left side of the airplane. The flight crew reported that the airplane began to drift to the left and descend. The captain lowered the pitch slightly and leveled the wings just prior to the airplane contacting the runway. He informed the other crew members that they were going to put it back down. He placed the throttle levers in the idle position, and activated the speed brakes. The airplane departed the left side of the runway surface; the crew reported a couple of impacts and then one final violent impact prior to the airplane coming to rest in a wetland marsh. The flight crew had to force the cockpit door open due to debris that had piled up against it. They noted significant damage from the forward galley aft, and a large fire in the vicinity of the left wing. They opened the left main cabin door, and deployed the slide. They exited into the mud, and made it to dry land and away from the burning wreckage. Investigators examined the wreckage at the accident site. The observed debris field extended 4,120 feet on a heading of 218 degrees. The first pieces of wreckage found along the debris path were fragments of the number two (left inboard) engine pylon; they were just past taxiway alpha 2, about 7,500 feet from the beginning of runway 21. The number one engine (left outboard) nose cowl was about 450 feet further into the debris field and left of the runway surface in the grass infield. The number two engine nose cowl was near the runway arresting gear on the left side of the runway at the 8,500 foot Point. The number two engine was about 230 feet further, and on the left side of the runway surface. The airplane departed the asphalt surface near taxiway alpha 1, which was 9,500 feet from the departure end of the runway. Ground scars continued through the grass infield to taxiway alpha at the end of the runway. The number one engine was in the grass infield near taxiway alpha. The main wreckage came to rest in a wetland marsh left of the runway overrun, and caught fire. Fire consumed the top of the cabin and the cockpit. The main wreckage consisted of the cockpit, cabin, right wing with the number three (right inboard) engine partially attached, empennage, and the inboard half of the left wing, which sustained thermal damage and was under water. Scattered debris aft of the main wreckage included the nose gear, remnants of the b