ERA09LA530

According to the pilot, the airplane appeared to accelerate normally on liftoff until about 4 feet above the runway, but the airplane did not want to fly. He stated that the only way to get it to fly was to push the nose down, but he did not want to do that, so he pulled the power off and landed about three-quarters of the way down the runway. He stated that the airplane was performing fine. The airplane continued off the departure end of the 2,859-foot-long runway and struck an embankment. A video recording of the flight revealed that the airplane lifted off in a nose-high attitude and settled back to the runway after the ground roll used about eight-tenths of the runway. Weight and balance calculations were completed using the airplane’s maintenance records and the weights volunteered by the pilot, his passengers, 40 pounds of baggage, and 70 gallons of fuel. The estimated weight of the airplane at takeoff was 3,842 pounds. The maximum allowable gross weight for the airplane was 3,650 pounds.

HISTORY OF FLIGHT On September 19, 2009, about 0915 eastern daylight time, a Beech A36, N57S, was substantially damaged after an aborted takeoff and runway overrun at Fairmont Municipal Airport (4G7), Fairmont, West Virginia. The certificated commercial pilot/owner and one passenger were seriously injured, and two passengers sustained minor injuries Visual meteorological conditions prevailed and no flight plan was filed for the flight that was originating at the time of the accident, and was destined for Auburn/Opelieka Robert G. Pitts Airport (AUO), Auburn, Alabama. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. In a telephone interview, the pilot stated that the purpose of the flight was to fly to Alabama to attend a college football game. Prior to departure, he completed a preflight inspection of the airplane, filled the tanks with fuel, loaded luggage, and then briefed and boarded his 3 passengers. He completed the engine start and run-up by the checklist, with no anomalies noted, and taxied the airplane for takeoff. The pilot stated that prior to loading the airplane; he calculated that the airplane did not exceed its maximum allowable gross weight. The pilot positioned the airplane on runway 23 for takeoff with the flaps retracted, and applied full power prior to releasing the brakes. According to the pilot, “The airplane appeared to accelerate fine until I got to about 4 feet above the runway, but it didn't want to fly. The only way to get it to fly was to push the nose down, and I didn't want to do that, so I pulled the power off and landed. I was about three-quarters of the way down the runway when I aborted the takeoff. The airplane was performing fine.” The pilot stated that about the same time he realized the airplane would not climb, he noticed the up-sloping embankment at the departure end of the runway, which was 2,859 feet in length. “I just didn’t recognize the hill at the departure end. It was my fault, and an airport design fault.” In a telephone interview, one witness stated that the airplane caught his eye because it was one-half to three-quarters of the way down the runway on the takeoff roll, and only about 6 feet above the runway. The airplane then suddenly dropped back to the runway and skid the remaining length before sliding up the embankment. The pilot's sister-in-law recorded the accident on video from the parking apron at the airport. A review of the video revealed that the airplane rotated to a nose-high attitude about three-quarters of the way down the runway before it immediately settled back onto the runway. Shortly after, about eight-tenths of the way down the runway, the airplane rotated to a nose-high attitude and climbed to about 6 feet above ground level before the wings rocked and the airplane again settled to the runway. The airplane then continued to the departure end where dirt and debris could be seen in the air, and the sounds of impact were heard.During the takeoff roll, the sound of the engine was loud, smooth, and continuous to the point where the pilot closed the throttle. PERSONNEL INFORMATION A review of FAA airman records and the pilot’s logbook revealed that pilot held a private pilot certificate with a rating for airplane single engine land and instrument airplane. He also held a commercial pilot certificate with a rating for rotorcraft helicopter. His most recent FAA third class medical certificate was issued April 2009. The pilot recorded about 3,910 total hours of flight experience, of which 393 hours were in the accident airplane make and model. He recorded 20 hours of total flight experience in the previous 90 days. A review of the pilot’s logbook revealed that the pilot stopped recording flights on May 23, 1997, and resumed recording flights May 28, 2009. AIRCRAFT INFORMATION According to FAA and maintenance records, the airplane was manufactured in 1985 and had accrued 2,821 total aircraft hours. Its most recent annual inspection was completed July 23, 2009, at 2,806 total aircraft hours. The maximum allowable gross weight for the airplane was 3,650 pounds. Weight and balance calculations were completed using the airplane’s maintenance records, and the weights volunteered by the pilot, his passengers, 40 pounds of baggage, and 70 gallons of fuel. The estimated weight of the airplane at takeoff was 3,842 pounds.. METEOROLOGICAL INFORMATION At 0853, the weather reported at North Central West Virginia Airport (CKB), Clarksburg, West Virginia included clear skies and calm winds. The visibility was 10 miles. The temperature was 14 degrees Celsius (C) and the dew point was 11 degrees C. AERODROME INFORMATION The airport consisted of a single asphalt runway oriented 05/23, which was 2,859 feet long and 75 feet wide. The airport elevation was 1,029 feet above mean sea level. Approximately 200 feet beyond the departure end of runway 23, was an embankment 30 feet tall, and about 130 feet beyond the top of the embankment were trees approximately 70 feet tall. WRECKAGE AND IMPACT INFORMATION Examination of photographs revealed substantial damage to the engine compartment, and separation of all three landing gear. The engine appeared separated from its mounts, but remained attached by lines and cables. Skid marks on the runway measured about 450 feet from the initial marks to the departure end of the paved runway, and continued across the grass overrun apron and up the embankment another 228 feet to the wreckage.