20120711015279A

Aircraft N718JT departed runway 29 from inw. At the approximate time of departure the weather was reported astemperature of 93 degrees, winds were reported as being from a variable to north heading at between 6 and 9 knots,visibility at 10 statute miles and thunderstorms were visible to the south. At approximately 75 ft AGL and 1000 ft. from the end of the runway, onthe upwind departure, the aircraft descended into terrain approximately 360 feet north of the intersection of coopertown and well field road. The impact was clearly visible on coopertown road and consisted of an indentation and scratch marks in the pavement along with the impression of white paint. The main wreckage of the aircraft came to rest 548 feet from the initial point of impact with the road upside down and pointed on a 084 magnetic heading. The aircraft wreckage is located on a 321 magnetic heading from the initial impact with the road. In general the wreckage was spread out over a 500 foot area. There were multiple bags, personal items and a ballast weight found in and immediately surrounding the aircraft. The canopy was found 183 feet to the southeast from the main wreckage. The main gear, missing a tire, was located approximately 150 feet to the southwest of the canopy. The second tire to the main gear was found approximately 250 feet to the northeast of the main wreckage. The nose wheel was found approximately 200 feet to the west of the main wreckage. A statement was taken from a person working at the FBO. The witness states that the aircraft landed and fueled with 24.8 gallons at the self service fuel pump. A sample taken from the pump showed it to be the right grade and held no contaminants or water. The witness states the pilot then proceeded to taxi the aircraft to transient parking. The pilot was observed going to lunch with the passenger. After lunch the pilot spoke with the witness, bought 2 quarts of oil and informed him that he was having a rough running engine. The witness informed the pilot that a mechanic could be brought to the airport. The pilot declined the offer indicating that he thought he could clear the engine roughness and left. The witness watched as the pilot went to the aircraft and proceeded to put oil in the aircraft. The witness had no further contact with the aircraft or pilot after this. Another witness was working in a tower with clear visibility to the runway and a radio to monitor UNICOM frequency for fire tanker communications. The witness states that he saw the aircraft land and about 45 minutes later witnessed the aircraft depart runway 29 with a slight tailwind. The witness states that he saw the aircraft lift off to approximately 20 feet AGL halfway down the runway. At that point the witness stopped watching the aircraft. Approximately 30 to 45 seconds later the witness heard an expletive on the radio and looked up to the west. The witness states that he saw a brown cloud of dust appear as he looked up. A statement was obtained from the pilot in command of the aircraft. The pilot indicates that he did have engine roughness in Winslow and was able to clear the engine roughness. He states that he performed two runups, both of which were normal and had magneto drops in limits. Pilot states that at the time of takeoff all engine instruments were in normal limits. The pilot states that he lifted off approimately 3000 feet down the runway and at approximately 25-40 feet AGL he experienced a severe nose downward pull on the stick. The pilot pulled back on the stick and established a climb. At approximately 75 feet AGL he experienced a second severe nose down at a pitch of 30-45 degrees. The pilot was unable to recover from this nose downward pitch and the aircraft impacted the ground. The pilot states that in may the aircraft had experienced a complete mag failure on the right side but that the mag was replaced. The pilot states there were no other mechanical squawks at the time of the accident