ERA10CA436

The pilot stated that he departed on an instrument flight and estimated that the visibility was over one-half mile. During the initial climb, about 1 to 2 miles from the runway, the airplane collided with trees while in instrumental meteorological conditions (IMC). The airplane continued to climb and shortly thereafter, departed IMC. The pilot noted the damage to both wings’ leading edges and observed fuel leaking. He advised air traffic control of his situation and declared an emergency. During the approach to a nearby airport, he attempted to lower the landing gear and received an unsafe nose gear indication which would not extend. The pilot landed on the main landing gear and delayed lowering the nose for as long as possible, until the propeller came in contact with the surface. A postaccident examination of the airplane revealed damage to the empennage in addition to the damage incurred during the collision with trees. A witness at the departing airport stated that ground visibility was poor during the time of the accident. The closest weather observation, located about 16 miles from the airport, recorded calm wind, visibility at ¾ status miles, 100 feet vertical visibility, and fog near the time of departure. The published takeoff minimums and (obstacle) departure procedures for the departing airport stated the minimum climb gradient was 300 feet per nautical mile. The pilot reported no discrepancies with the airplane prior to the accident flight.

The pilot stated that he departed for the filed instrument flight rules (IFR) flight and estimated that the visibility was over ½ mile. The takeoff was with full power, rotation took place at an estimated 95 knots and approximately halfway down the runway. The pilot established a climb attitude of 10 to 12 degrees. With a positive rate of climb, the gear was selected to the retract position and a runway 32 heading was maintained. Between 1 to 2 miles from the runway, the airplane collided with something, later determined to be trees, while in instrumental meteorological conditions (IMC). The airplane was still climbing and shortly thereafter, was out of IMC. Damage to both wings’ leading edges, and leaking fuel was apparent. The pilot advised air traffic control and declared an emergency. He was given an instrument landing system (ILS) approach to runway 30 at a nearby airport. The pilot intercepted the localizer for runway 30, and at 3 miles out, he attempted to lower the landing gear. There was an unsafe nose gear indication, and it would not lower. The pilot elected to land on the main landing gear and hold off lowering the nose for as long as possible; eventually it made contact with the runway along with the propeller blades. The pilot and passenger exited the airplane once it came to a stop. A subsequent examination of the airplane revealed damage to the empennage in addition to the damage incurred during the collision with trees. A witness at the departing airport stated that ground visibility was poor during the time the airplane departed. The closest weather observation from the departing airport was northeast, 16 miles away. It recorded winds calm, visibility at ¾ status miles at 100 feet vertical visibility, and fog near the time of departure. The published takeoff minimums and (obstacle) departure procedures for the departing airport stated that for runway 32 visibility, “1500-3 or std. with a minimum climb gradient of 300’ per NM” and “climb to 4100’ before turning on course.” The pilot did not report any discrepancies with the airplane prior to the accident fight. Departure runway elevation was about 1,150 feet, while maximum terrain elevation 1 to 2 miles from the departure end of the runway was about 1,300 feet.