Accident Overview
On June 6, 2019, at about 1602 eastern daylight time, an experimental amateur-built Avid Magnum, registration N3062B, was substantially damaged during a takeoff accident near Frederick, Maryland. The aircraft was being operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. The pilot and a flight instructor sustained minor injuries.
Pilot Statement
The pilot reported that he had recently purchased the airplane. He flew with the seller for 2 hours on the day before the accident, without performing any takeoffs or landings. On the accident day, he flew with the instructor for 5 hours to meet insurance requirements. During the accident takeoff on runway 30, the airplane made a small left swerve, which he corrected to the right, but it continued turning right uncontrollably. The rudder pedal moved but had no effect. He attempted to lift off by pushing the throttle and pulling back, but the airplane would not climb and veered right, impacting construction equipment and a small hill.
In a later statement, the pilot indicated he likely had not advanced the throttle to full power at the start of the takeoff or when attempting to lift off, due to unfamiliarity with the vernier-style throttle, which required depressing a button to push forward. Neither the pilot nor the instructor observed the engine tachometer or airspeed indicator during the takeoff roll or at liftoff.
Instructor Statement
The instructor, who had no prior experience in the airplane make/model, stated that the takeoff roll was normal until the tailwheel lifted off, then the airplane swerved left and hard right. He grabbed the stick and yelled “power power power” because the engine seemed not to be developing full power based on sound and performance. As the airplane crossed the right edge of the runway, it was barely airborne until the ground sloped down 6 to 8 ft. He struggled to keep the wings level, believing the airplane was near stall speed. Controls felt “mushy” and did not respond properly. He could not avoid the construction equipment. He believed the engine should have had enough power to fly out of the situation if it had been developing full power.
Post-Accident Examination
A Federal Aviation Administration inspector examined the wreckage, which came to rest inverted against a hill of construction dirt about 1,400 ft from the departure end of runway 30 and 400 ft right of the centerline. The wings, fuselage, rudder, and vertical stabilizer were substantially damaged. A follow-up examination confirmed flight control continuity from all surfaces to the cockpit and found no pre-accident anomalies with the engine that would have precluded normal operation. The engine tachometer was marked with a blue range (2,200–2,700 rpm) and a red range (above 2,700 rpm).
Weather and Pilot Experience
At the time of the accident, weather conditions included temperature 31°C, dewpoint 18°C, wind from 330° at 4 knots, and altimeter setting 29.82 inches of mercury, with a calculated density altitude of 2,384 ft. The pilot had accumulated 715 total flight hours, with 5 hours in the accident make/model (3 hours on the accident day). The instructor had 6,030 total hours, with 3 hours in the accident make/model.