Introduction
On June 14, 2011, at approximately 1040 eastern daylight time, a Grumman American AA-5A, registration N8476B, operated by a private individual, was substantially damaged when it collided with trees during takeoff from Flyers Airport (9NC2) in Linden, North Carolina. The certificated commercial pilot and three passengers sustained minor injuries. The personal flight was conducted under 14 Code of Federal Regulations Part 91 in visual meteorological conditions; no flight plan was filed for the planned local flight.
Accident Details
The pilot reported being very familiar with the 2,850-foot-long turf runway, having flown out of 9NC2 for over 20 years. He had previously departed numerous times with the three passengers—his grandchildren, aged 10, 12, and 14. The pilot stated that the takeoff weight was below the 2,200-pound maximum gross weight, and he departed with an approximate 5-knot headwind. During the initial climb after takeoff from runway 04, the airplane felt as though the engine was not developing full power and would not clear a tree at the end of the runway. The pilot lowered the nose rather than risk a stall, and the airplane settled into trees. Subsequently, it impacted the ground, and a postcrash fire ensued. All occupants were able to safely egress before the fire consumed the airplane.
Aircraft Information
The four-seat, low-wing, fixed-gear airplane was manufactured in 1979. It was equipped with a Lycoming O-320, 150-horsepower engine. The most recent annual inspection was completed on October 6, 2010, and the airplane had accumulated 2,372.4 total hours of operation, including 15.9 hours since that inspection.
Postcrash Examination
A postcrash examination of the engine was performed by an NTSB investigator after recovery from the accident site. The engine was heavily fire damaged, which precluded inspection of the fuel or ignition system. The spark plugs exhibited normal wear when compared to a Champion Check-A-Plug chart. The valve covers were removed, revealing that the No. 4 valves were seized, consistent with thermal damage from the fire. Additionally, the No. 4 pushrods were warped, and the magnetos and accessory housing had melted. After removal of the accessory housing, the crankshaft was rotated 360 degrees by hand, confirming camshaft, crankshaft, and valvetrain continuity. Thumb compression was attained on cylinders 1 through 3, though compression on cylinder No. 1 was lower than the other two. Thumb compression could not be attained on cylinder No. 4 due to the seized valves. The examination could not determine whether the lower compression on cylinder No. 1 was a preimpact condition or a result of the impact and fire damage.
Weather and Performance Data
The recorded weather at 1055, at an airport located about 14 miles southwest of the accident site, included wind from 070 degrees at 8 knots, clear sky, and temperature 79 degrees Fahrenheit. The pilot provided weight and balance data indicating the airplane weighed approximately 2,000 pounds during the accident takeoff. Review of a takeoff data chart from the same make and model owner's manual showed that at sea level, at maximum gross weight, at 79 degrees Fahrenheit, with a 5-knot headwind, the airplane required a ground run of approximately 800 feet for takeoff and 1,465 feet to clear a 50-foot obstacle, assuming a hard surface runway.