History of Flight
On September 19, 2009, about 0915 eastern daylight time, a Beech A36, registration 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, while two passengers sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was originating at the time and destined for Auburn/Opelieka Robert G. Pitts Airport (AUO), Auburn, Alabama. The flight was conducted under 14 Code of Federal Regulations Part 91.
In a telephone interview, the pilot stated that the purpose of the flight was to attend a college football game in Alabama. He completed a preflight inspection, filled the fuel tanks, loaded luggage, and briefed and boarded his three passengers. Engine start and run-up were performed by the checklist with no anomalies noted, and the airplane taxied for takeoff. The pilot noted that he calculated the airplane did not exceed its maximum allowable gross weight before loading.
The pilot positioned the airplane on runway 23 with flaps retracted and applied full power before releasing the brakes. He reported that the airplane accelerated normally until about four feet above the runway but would not climb; the only way to make it fly was to push the nose down, which he did not want to do, so he aborted the takeoff about three-quarters down the runway. He said the airplane was performing fine, but he then noticed the up-sloping embankment at the departure end of the 2,859-foot runway. He attributed the situation to his own fault and an airport design fault.
A witness stated the airplane caught his eye because it was halfway to three-quarters down the runway on takeoff roll, only about six feet above the runway. It then dropped back, skidded the remaining length, and slid up the embankment. The pilot's sister-in-law recorded the accident on video from the airport parking apron. The video showed the airplane rotating to a nose-high attitude about three-quarters down the runway before settling back. It rotated again about eight-tenths down, climbed to about six feet, then rocked and settled. The airplane continued to the departure end, where dirt and debris were seen, and impact sounds heard. The engine sound was loud, smooth, and continuous until throttle closure.
Personnel Information
The pilot held a private pilot certificate with airplane single-engine land and instrument ratings, and a commercial certificate for rotorcraft-helicopter. His most recent FAA third-class medical certificate was issued in April 2009. He recorded about 3,910 total flight hours, including 393 hours in the accident airplane make and model, and 20 hours in the previous 90 days. His logbook showed a gap in flight recording from May 23, 1997, to May 28, 2009.
Aircraft Information
The 1985 Beech A36 had accrued 2,821 total aircraft hours, with its most recent annual inspection completed on July 23, 2009, at 2,806 hours. The maximum allowable gross weight was 3,650 pounds. Weight and balance calculations using maintenance records and weights provided by the pilot indicated an estimated takeoff weight of 3,842 pounds.
Meteorological Information
At 0853, weather reported at North Central West Virginia Airport (CKB), Clarksburg, West Virginia, included clear skies, calm winds, visibility 10 miles, temperature 14°C, and dew point 11°C.
Aerodrome Information
The airport had a single asphalt runway, 05/23, 2,859 feet long and 75 feet wide. The airport elevation was 1,029 feet. About 200 feet beyond the departure end of runway 23 was a 30-foot-tall embankment, with trees approximately 70 feet tall located about 130 feet beyond the embankment top.
Wreckage and Impact Information
Photographs showed 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 initial marks to the departure end, continuing across the grass overrun apron and up the embankment another 228 feet to the wreckage.