Lockport, NY, USA
N5208C
BEECH B35
Prior to departing for a 1,175-nautical-mile cross-country flight, the pilot filled all of the airplane's fuel tanks, for a total of 90 gallons of fuel. The pilot did not note any abnormalities during the engine run-up and magneto check, and proceeded to depart from the 2,830-foot-long runway. About the mid-point of the runway, during the takeoff, the pilot stated that "something didn't feel right," and that the engine did not seem as if it were "making full power." He lifted the airplane off the runway at 65 knots indicated airspeed and the airplane acted like it "was going to go." The airplane then settled back onto the runway. The pilot then lifted the airplane off the runway a second time, and retracted the landing gear. Shortly thereafter, he noticed that the engine was losing power. The airplane was heading toward trees that were located at the end of the runway, and the pilot elected to veer off the left side of the runway toward a road. The airplane impacted several objects before coming to rest about 150 feet beyond the departure end of the runway. Examination of the engine did not reveal evidence of any mechanical abnormalities. The pilot stated that he had not performed weight and balance, or takeoff distance calculations, prior to the accident flight. The estimated weight of the airplane for the takeoff was 341 pounds greater than the airplane's maximum gross weight of 2,750 pounds, and the calculated center of gravity was 1/2-inch aft of the maximum limit.
On August 5, 2008, at 1000 eastern daylight time, a Beech B35, N5208C, was substantially damaged while attempting to depart from North Buffalo Suburban Airport (0G0), Lockport, New York. The certificated private pilot was not injured and the passenger was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, destined for Birchfield Ranch Airport (XA44), Lometa, Texas. The flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. During a telephone interview the pilot stated that all of the airplane's fuel tanks were filled prior to departing on the accident flight. During the engine run-up and magneto check, he did not note any abnormalities. About the mid-point of the 2,830-foot-long runway, during the takeoff, the pilot stated that "something didn't feel right," and that the engine did not seem as if it were "making full power." He lifted the airplane off the runway at 65 [knots] indicated airspeed, and the airplane acted like it "was going to go." The airplane then settled back down, before it again "felt like it would go," so as the airplane lifted off a second time, he retracted the landing gear. Shortly thereafter, he noticed that the engine was losing power, and the tachometer was slowly decreasing from 2,600 rpm to 2,400 rpm. The pilot further noted that the power loss was gradual, and that the engine never "coughed" during the entire accident sequence. The airplane was heading toward trees that were located at the end of the runway, and the pilot elected to veer off the left side of the runway toward a road. The airplane settled onto the ground, and the pilot reduced the throttle to idle. The airplane struck a road sign and fire hydrant, resulting in substantial damage to the fuselage, before coming to rest. The pilot stated during an interview with the Federal Aviation Administration (FAA) inspector that the airplane was fully loaded with fuel, which was about 90 gallons. When asked what the gross weight of the airplane was for the accident flight, the pilot replied that he had not performed the calculation since he had flown with this amount of weight in the airplane previously. When asked what the calculated takeoff distance required was for the accident flight, the pilot replied that he had not performed one and that the temperature was "cool." An FAA inspector examined the wreckage at the scene. According to the inspector, the airplane came to rest about 200 feet south of the runway 28 centerline, and about 150 feet beyond the departure end of the runway. The right wing was deformed about 5 feet inboard of the wingtip fuel tank, and a strong odor of fuel was present at the scene. In addition to the other damage to the airframe, the inspector noted that the landing gear appeared to be in a partially retracted position. Examination of the engine confirmed compression on all cylinders along with valve train continuity. Rotation of both magneto input shafts produced spark at each spark plug. The spark plugs exhibited "normal" wear. Fuel was found in the fuel line between the outlet of the fuel pump and the fuel servo. The inspector removed the baggage from the baggage compartment and a cooler full of ice and beverages from the aft passenger seats. The total weight of the items was 185 pounds. Review of the airplane's weight and balance report revealed that it had an empty weight of 1,966 pounds. According to a supplement to the airplane's flight manual, the original maximum gross weight of the airplane was 2,650 pounds; however the accident airplane was equipped with wingtip fuel tanks, which increased the maximum allowable gross weight for takeoff to 2,750 pounds. No supplement to the takeoff performance chart was found, and the original chart only contained takeoff performance information for gross weights up to 2,650 pounds. The pilot and passenger's combined weight was estimated to be 400 pounds, and the calculated gross weight of the airplane during the takeoff was 3,091 pounds. Computation of the center of gravity for the takeoff revealed that it was 1/2-inch aft of the published limit. North Buffalo Suburban Airport was comprised of a single 2,830-foot long by 50-foot wide asphalt runway, with 50- to 65-foot-tall trees located 85 to 105 feet from the departure end of runway 28. The pilot held a private pilot certificate with a rating for airplane single engine land. On his most recent application for a FAA third class medical certificate, dated April 2008, the pilot reported 347 total hours of flight experience. The weather conditions reported at Niagara Falls International Airport (IAG), Niagara Falls, New York, located about 10 nautical miles northwest of the accident site, at 0953, included winds from 110 degrees at 5 knots, 7 statute miles visibility, few clouds at 10,000 feet, scattered clouds at 16,000 feet, temperature 26 degrees Celsius (C), dewpoint 19 degrees C, and an altimeter setting of 29.91 inches of mercury.
A partial loss of engine power, as reported by the pilot, for undetermined reasons. Contributing to the accident was the pilot's inadequate preflight planning and the overweight condition of the airplane.
Source: NTSB Aviation Accident Database
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