ATL06LA083

The pilot stated he was halfway down the runway when he observed the airspeed was 45 knots and he elected to continue the takeoff due to insufficient runway remaining to abort the takeoff. The commercial-rated passenger, the previous owner of the airplane, stated he observed the engine rpm decrease to 2400 rpm or less during the takeoff roll. Upon reaching the end of the runway the pilot stated he applied aft pressure on the control yoke and the airplane became airborne. The pilot retracted the landing gear, the airplane rolled right, and the nose pitched down. The pilot observed trees, power lines, and the airplane collided with the ground and a post crash fire ensued. A witness stated the pilot and two other personnel tried to turn the airplane around by hand before departure with negative results. The pilot entered the airplane, released the parking brake, exited the airplane, and the airplane was attempted to be moved again with negative results. The pilot and passenger entered the airplane and the pilot started the engine, turned the airplane around with power, and taxied to runway 06. The witness observed the airplane on its takeoff roll. The airplane traveled about 400 to 500 feet before reaching his location and the airplane ground speed was estimated at between 15 to 20 knots. The witness observed the airplane make an abrupt pitch up at the end of the runway and the tail down ring contacted the ground. The airplane became airborne rolled to the right, and disappeared from view. The runway was measured to be 1,383 feet long and 80 wide by the FAA. The Aircraft Owner's Manual showed the takeoff roll on a hard surface runway would be 790 feet, and 808 feet on a soft surface. Examination of the runway by the FAA revealed the airplane traveled 819 feet on the takeoff roll before encountering the dirt section of the runway. Two skid marks were present in the dirt on the runway. The left skid mark was measured 417 feet long and the right skid mark was measured 388 feet long. Ten feet past the left skid mark appeared to be a tail strike mark on a stone with a blue color. The bottom of the accident airplane is blue in color. Examination of the airplane revealed a post crash fire had destroyed the parking brake valve. The No.1 engine induction tube was damaged, separated from the No.1 cylinder intake port and both induction tube bolts were missing. One half of the No.1 intake gasket and one bolt with a locking star washer and a plain washer were located in the right side of the lower engine cowling. The bolt with locking star washer and plain washer was encased with molten aluminum, and the locking tabs on the washer were not flattened. A follow up examination by the FAA revealed thread damage was present on the No.1 cylinder induction tube bolt holes and improper sized threaded bolts had been installed in the No.1 and No. 3 cylinder induction tube bolt holes. Testing of an IO 360 engine at the engine manufacturer revealed with a separated induction tube from a cylinder intake port at 2,650 rpm, the engine rpm remained relatively constant. Engine rpm settings below 2,650 rpm revealed the engine would falter and rpm would decrease.

"This case was modified 11/09/2006!!"

History of flight

On May 23, 2006, at 1830 eastern daylight time, a Mooney M20E, N3217F, registered to Bunk Aviation LLC, and operated by an individual as a 14 CFR Part 91 personal flight, collided with trees and power lines during takeoff and initial climb from a private airstrip in the vicinity of Blacksburg, South Carolina. Visual meteorological conditions prevailed and no flight plan was filed. A post crash fire destroyed the airplane. The private-rated pilot and commercial-rated passenger received serious injuries. The flight was originating at the time of the accident.

The private airport owner stated, the pilot and his passenger arrived at the airport in N3217F around 1700 and landed on runway 24. The pilot and passenger were then driven to a friend's house. The pilot and his passenger returned to the airport and a through-flight inspection was completed with no anomalies found. The pilot wanted to turn the airplane around before starting it. The pilot and three other personnel attempted to move the airplane by hand with negative results. The pilot entered the airplane, released the parking brake, exited the airplane, and attempted to move the airplane with negative results.

The pilot and passenger entered the airplane. The pilot started the engine, turned the airplane around with power, and taxied to runway 06 for a VFR departure to Columbia Downtown Airport, Columbia, South Carolina. The airport owner stated he heard the pilot conduct an engine run up and observed the airplane begin its take off roll at 1830.The witness stated the airplane traveled about 400 to 500 feet down the runway and he estimated the ground speed of the airplane between 15 to 20 knots. The pilot continued the takeoff roll. Upon reaching the end of the runway the airplane was observed to make an abrupt pitch up estimated at between 25 to 30 degrees. The airport owner stated it appeared that the tail tie down ring contacted the ground. The airplane became airborne, cleared the trees, rolled to the right, and disappeared from view. The airport owner heard two impact sounds and he called the emergency 911 operators to report the accident. The airport owner went to the crash scene. The airplane had collided with trees, power lines, was on fire, and came to rest in a creek bed.

The pilot was interviewed 6 days after the accident, and stated he had not landed at the private airfield before. In addition, the pilot stated he did not conduct any performance planning using the Mooney Owner's Manual for his arrival or departure at Blacksburg. The pilot called the airport owner before his arrival, coordinated transportation to his friend's house, and was provided with the airport coordinates, radio frequency, elevation, runway direction, and runway length and width. In addition, the airport owner informed the pilot if he was not comfortable with the runway upon arrival that he would meet him at another airport. The pilot stated he and his passenger departed the Columbia Owens Downtown Airport at 04:00 PM, arrived at the private airfield, and landed on runway 24 with out incident.

The pilot stated he was met by the airport owner after completing the engine shut down procedures and exiting the airplane. The airport owner asked if he had set the parking brake on the airplane. The pilot stated no. The pilot rated passenger entered the airplane and set the parking brake. Chocks were placed under the landing gear and they departed the airport for the pilot's friend's house. Upon return to the airport the pilot completed a through-flight inspection of the airplane and no anomalies were noted. The pilot decided he wanted to turn the airplane around by hand before starting the airplane and he and the airport owner attempted to move the airplane with negative results. The airport owner asked the pilot if the parking brake was on and the pilot rated passenger went inside the airplane and released the parking brake. The airplane was turned around by hand, the pilot and his passenger entered the airplane and the pilot started the engine. The pilot taxied to runway 06, aligned the airplane with the runway, and completed an engine run up with no anomalies.

The pilot stated he set the airplane up for a short field take off by lowering the flaps to 16-degrees, setting the brakes with the rudder pedals, increasing the engine power to 2,650 rpm and allowing the engine to stabilize. The pilot checked the airplane instruments and gauges and everything was in the green. The pilot released the brakes and started the take off roll. Just before reaching midfield the pilot observed the airport owner watching the take off. The airplane airspeed indicator indicated 45 knots. The pilot gave a "thumbs up" to the airport owner and looked back inside at the airspeed indicator. The indicator still indicated 45 knots and the pilot stated he was expecting it to read 60 knots. The airplane wings were providing a little lift, the nose of the airplane was lowered a little to gain airspeed, and there was no increase in airspeed. The pilot stated the end of the runway was approaching and there was insufficient room for him to abort the take off. As soon as the airplane reached the departure end of the runway the pilot pulled back on the control yoke and the airplane became airborne. The pilot stated he retracted the landing gear over the trees, the airplane rolled right, and he applied left rudder. The nose of the airplane pitched down, he observed trees and power lines and the airplane came to a complete stop. The passenger informed him the airplane was on fire, opened the cabin door and they both exited the airplane.

The commercial pilot rated passenger and previous owner of the airplane was interviewed 4 days after the accident. The passenger verified the airport owner's witness account of events at the airfield except the passenger stated he entered the cockpit, released the brakes, exited the airplane and assisted the others in moving the airplane by hand. The passenger stated the airplane was started, taxied to runway 6, and an engine run up was performed with no anomalies noted. The pilot taxied the airplane into position, held the brakes, and increased the engine power to full power at 2,600 rpm. The pilot released the brakes and started the take off roll at 06:30 PM. The airplane was half way down the runway when the passenger noticed the engine rpm dropping to 2,400 rpm or less. The pilot did not apply any brakes in an attempt to abort the take off since there was insufficient runway remaining. As the airplane reached the end of the runway, the pilot applied aft pressure on the control yoke; the nose of the airplane pitched up, and became airborne. The passenger stated he is not sure what happened after that, he thought the airplane collided with a tree and power lines before coming to a complete stop. He observed the airplane was on fire, opened the cabin door, and he and the pilot exited the airplane.

Personnel information

Review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed the private pilot was issued a private pilot certificate on May 2, 2005, with ratings for airplane single engine land, and instrument airplane. The pilot was issued an instrument rating by an FAA Designated Examiner on December 23, 2004. The pilot holds a third-class medical certificate issued on June 27, 2003, with no restrictions. The pilot's logbook was not located at the crash site. The last page submitted with the NTSB Pilot/Operator Aircraft Accident Incident Report revealed the pilot has accumulated 495 total flight hours. The pilot's last flight review and total flight hours in make and model were not determined.

Review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed the commercial-rated passenger was issued a commercial pilot certificate on