ERA14LA302

The pilot reported that he initiated the takeoff and that, as soon as the airplane lifted off, it banked sharply left and then impacted the edge of the runway in a "slightly nose-down, left banking attitude." Opposite flight control inputs had no effect. Wind conditions were variable at less than 4 knots. Examination of the airplane revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. An attachment tube for the right aileron was found broken, and an examination of the tube revealed evidence of overstress, likely as a result of the crash. A Federal Aviation Administration inspector reported that the passenger did not have hearing protection with her, so the pilot initiated the takeoff with about 2/3 of power applied.

On June 16, 2014, about 0900 eastern daylight time, a Bailey Moyes Dragonfly, N286A, collided with terrain after a loss of aircraft control during takeoff at Melfa, Virginia (MFV). The commercial pilot was not injured, and one passenger sustained minor injuries. The experimental, amateur-built airplane was operated by the pilot under the provisions of 14 CFR Part 91. Day, visual meteorological conditions prevailed for the local, personal flight, and no flight plan was filed. The flight was originating at the time of the accident. The pilot reported the following. He was preparing to depart with a passenger to observe upper air conditions prior to commencing glider operations. After performing engine checks, he initiated the takeoff roll on runway 3. As soon as the airplane lifted off, it banked sharply to the left and impacted the edge of the runway "slightly nose-down, left banking attitude." Opposite flight control inputs had no effect. He reported that wind conditions were variable at less than 4 knots. An inspector with the Federal Aviation Administration responded to the accident site and examined the wreckage. He confirmed structural damage to the right wing and fuselage. There were scrapes on the surfaces of the left wing. An attachment tube for the right aileron was broken, and the inspector retained the section that did not remain attached to the aileron. The inspector reported that the passenger did not have hearing protection with her, so the pilot initiated the takeoff with about 2/3 of full power applied. Both broken aileron tube sections were subsequently examined by the NTSB investigator-in-charge. The fracture surfaces showed no evidence of corrosion or fatigue. The tube was bent at the location of the fracture with signatures of overstress. The fracture surface was clean with 45-degree shear lips present. The pilot later submitted the required NTSB Form 6120.1, Pilot/Operator Aircraft Accident Report, and reported that there was no mechanical malfunction or failure associated with the accident.