CHI95LA165

Witnesses observed the airplane liftoff at the runway midpoint. One witness observed the airplane begin a turn to the right when it was about 50 feet above the ground. He said the airplane continued to bank to the right and descend into the trees, erupting into flames shortly after colliding with the ground. The pilot said he was between 500 and 800 feet above the ground when he began a right turn to the departure runway's downwind leg. He said the airplane slipped more to the right than he had intended. He said it had slipped into about a 45 degree bank and that the stall horn activated. The pilot said the airplane would not level off with left rudder application. He said he had not used left aileron to help with the recovery. During the on-scene investigation, no mechanical anomalies were found with the airframe or engine.

e On June 5, 1995, at 1230 central daylight time (cdt), a Grumman AA-1, N6122L, piloted by a private pilot, was destroyed during a collision with trees, terrain, and post-crash fire shortly after takeoff from runway 14 (3,205' X 60' dry asphalt) at the Linn Creek Grand-Glaize Memorial Airport, Osage Beach, Missouri. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 personal flight was not operating on a flight plan. The pilot received serious injuries and a passenger was fatally injured. The flight departed Osage Beach, Missouri, at 1230 cdt.

An interview with the pilot was conducted on June 8, 1995. The pilot stated the airplane lifted off the runway at 65 mph. He said he climbed the airplane at 90 mph and banked it to the right immediately takeoff. Upon reaching 500 to 800 feet on the crosswind leg, the pilot said he began a turn to the downwind leg of the departure runway. He said it was at this point the airplane "slipped" to the right more than he had intended. The pilot was asked how steep a bank the airplane was in at that point in the flight. He said about 45 degrees. According to the pilot, once in the steep bank the airplane began a descent and the stall horn went off.

The pilot said he did not apply back pressure while the stall horn was activated. He said he could not level the wings with left rudder. He said everything was happening very fast and that he could not figure out why the airplane's wings would not level out with left rudder. He was asked if he applied left aileron with the left rudder application. He said that he did not, that the ailerons were flat.

According to the pilot, the passenger's feet were not on the rudder pedals or wedged under or next to them. He said his friend always kept his hands and feet away from the controls.

About an hour after the interview with the pilot and NTSB IIC spoke a second time. During this interview the pilot said he performed a "sweeping turn" and was continually climbing during the turn. He said the wings were level for only a short time before he started the turn to downwind. He was asked to define a short time and responded with a matter of seconds.

A friend of the pilot witnessed the flight from takeoff to the moment the airplane descended below the tree line west of the airport. He said the airplane lifted off at the runway's midpoint. The airplane, according to the witness, climbed to about 200 feet above the ground, and made a right bank over the trees that were west of the airport. He recalled what he thought was the left aileron in an "up" position right after the airplane began its bank following takeoff. The airplane kept banking to the right according to the witness. He said he watched it go below the trees. The same witness stated, during an interview with an Osage Beach Police Officer, that the accident airplane climbed to "...about 50 feet. At that time [it] started making a right banking turn and while banking right started losing altitude."

Shortly after descending below the trees the witness said he heard a "ping" sound. About 15 seconds later he heard a "poof" sound and saw black smoke rising above the trees. The witness was asked to describe the engine sound during the flight. He said it sounded just as it did during takeoff and remained the same sound as it went below the tree line.

The on-scene investigation revealed control continuity between each control surface and their respective cockpit control mechanism. The engine examination revealed mechanical continuity from front too rear, including magneto drive gears. Magnetos produced spark when each was rotated. The spark plugs were tan/gray in color and did not have any debris in and/or around the electrodes. The carburetor was destroyed by the post impact fire.

All airplane and pilot logbooks were destroyed in the post impact fire according to the pilot.