ERA11LA249

The pilot conducted a preflight inspection and a pre-takeoff engine run-up check with no discrepancies noted. He positioned the airplane for takeoff at the end of the grass strip in order to use all of the available runway. The pilot advanced the power and the target rpm was noted as the airplane rolled down the grass strip. The pilot recalled that he rotated about 50 to 60 knots and was about two-thirds of the way down the runway when the airplane climbed about 10 to 12 feet over the runway. The landing gear doors closed and the airplane reached an altitude of about 50 feet; however, both the pilot and passenger reported that the airplane felt like it was not gaining speed or altitude. The airplane started to descend and shortly thereafter impacted a tree stump, tree debris, and the ground. The wreckage examination revealed that the flaps were in the full up position at the time of impact. A review of the airplane’s onboard flight manual, Section III, Normal Procedures, advises pilots that, for a minimum run takeoff, they should “use 75 percent of flaps.” The manual also advises pilots on proper technique, what variables to consider, and instructs them to check performance graph charts for proper takeoff settings and indications. The manual’s performance charts make reference to hard-surface runways but contain no reference to soft (grass strip) field takeoff calculations. The pilot did not mention having performed any calculations for the grass strip prior to the takeoff.

On April 14, 2011, at 0820 eastern daylight time, a Beech, D-45 (T-34B), N93013, registered to the United States Department of Agriculture, Forest Service, Federal Excess Personal Property Program, and operated by an individual, impacted terrain during takeoff from a private grass strip field in Linden, North Carolina. The pilot and passenger were not injured, and the airplane incurred substantial damage. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight, operated under the provisions of Title 14 Code of Federal Regulations Part 91. The pilot stated that he was asked if he would fly the donated airplane to a museum in New York. On April 7, 2011, the pilot flew the airplane from Kinston, North Carolina to his private airstrip in Linden. It was not until the morning of April 14, that the weather was favorable to resume the flight to the museum. He stated the temperature was around 60 degrees, the sun was shining, and there was no wind. The pilot got the airplane out of the hangar and conducted a preflight inspection and noted that each wing fuel tank was about 2/3 full. The ground engine run up check was unremarkable and no discrepancies were noted. The pilot positioned the airplane with the nose toward the northwest and in such a matter to utilize the entire 3,000 foot grass strip; the runway was wet with morning dew. The pilot advanced the power and the target rpm was noted as the airplane rolled down the grass strip. He recalled that he rotated about 50 to 60 knots and the passenger believed that about two-thirds down the runway the airplane was about 10 to 12 feet above the ground. At that time, the landing gear doors were heard closing after landing gear retraction was selected. The airplane reached an altitude of about 50 feet; however, to both the pilot and passenger, the airplane felt like it was not gaining speed or altitude. The airplane started to descend and shortly after impacted the ground, tree debris, and a tree stump. The pilot secured the airplane and both exited the airplane noting a strong smell of aviation fuel. The responding Federal Aviation Administration (FAA) inspector stated that the airplane came to rest upright on the ground with the landing gear and flaps up, about 1,000 feet from the end of the grass strip. The airplane’s wreckage energy path went through tree stumps and downed tree debris. The airplane’s empennage separated from the fuselage and came to rest behind the left wing, oriented in the same direction as the airplane. The wings were observed with dents in the leading edge and a large gash on the left side of the airplane beginning at rear baggage door to the end of the fuselage. Both propeller blades were curled indicative of power applied at impact. The northwest end of the grass strip area was cleared to provide a clearway. The wreckage examination by the FAA inspector did not reveal any evidence that would have prevented the airplane, and its system, fromnormal operations. A review of the airplane’s flight manual, Section III, Normal Procedures, makes reference to “Minimum run takeoff… to use 75 percent of flaps”. In Section XI, Performance Data, “Takeoff Distance” makes reference for pilot technique, what variables to consider, and to check with performance graph charts for proper setting and indication for a takeoff. The manual performance charts make reference to hard surface runways and no reference for soft (grass strip) field takeoff calculations are mentioned. The pilot never made mention of performing any calculation for the grass strip conditions prior to the takeoff. That accident flight was the pilot’s first departure with that airplane from his grass strip. According to the pilot, he held a commercial pilot certificate for airplane single-engine and multiengine land, and an instrument rating. His most recent medical certificate was issued on January 24, 2011. He reported that he accumulated 7,800 total flight hours, of which, 150 were in the same make and model as the accident airplane.