NYC04LA040

During the takeoff roll, about the time of rotation, the airplane yawed right and would not maintain altitude. The airplane cleared one ravine, and the pilot retarded the throttles to abort the takeoff. The airplane touched down in a grass area and came to rest at the bottom of a larger ravine. Examination of the wreckage revealed that a stud, which attached to the pitch change link in one of the left propeller blades, had separated. The last annual inspection of the airplane was performed about 4 years and 5 months prior to the accident.

On November 23, 2003, about 0900 eastern standard time, a Beech H-18, N22XL, was substantially damaged during an aborted takeoff from Carroll County Regional Airport (DMW), Westminster, Maryland. The certificated private pilot and four passengers were not injured. Visual meteorological conditions prevailed for the planned flight to The Florida Keys Marathon Airport (MTH), Marathon, Florida. No flight plan was filed for the personal flight conducted under 14 CFR Part 91.

The pilot reported that prior to takeoff, he performed a run-up, and everything seemed normal. The pilot initiated a takeoff on runway 34; a 5,100-foot long, 100-foot wide, asphalt runway. During the takeoff roll, about the time of rotation, the airplane yawed right and would not maintain altitude. The airplane cleared one ravine, and the pilot retarded the throttles to abort the takeoff. The airplane touched down in a grass area and came to rest at the bottom of a larger ravine on the east side of the runway.

Examination of the accident site by a Federal Aviation Administration (FAA) inspector revealed tire marks in the grass area between the runway and taxiway, about 1,000 feet prior to the end of the runway. The tire marks extended across the taxiway and down a large ravine. The distance between the origin of the marks and the airplane was approximately 1,000 feet. The inspector examined the airplane and observed that the right main landing gear and nose gear were collapsed. The right wing and forward fuselage sustained substantial damage, and the left propeller was found in the feathered position. The FAA inspector further stated that due to the disposition of the wreckage, he was unable to examine the engines.

The wreckage was subsequently examined by a certificated mechanic. The mechanic noted that a stud, which attached to the pitch change link in one of the left propeller blades, had separated.

The pilot reported that the last annual inspection performed on the airplane was on June 24, 1999. During the approximate 4 years and 5 months since the last inspection, the airplane had accumulated about 65 hours of operation. In addition, the pilot had not flown within the 90-day period preceding the accident, nor did he possess a current medical certificate.