Ray, MI, USA
N60ED
BEECH A36
The pilot reported that during the takeoff roll, when the airplane reached 70 knots indicated airspeed (KIAS), he rotated the airplane for takeoff. He pitched the nose of the airplane for the takeoff climb and at 77 KIAS he retracted the landing gear. The airplane drifted to the right, the right wing dipped, and the nose began to pitch down. When the pilot checked airspeed, it indicated 64 KIAS and the airplane felt “sloshy.” The pilot reported the airplane was descending toward the trees at the end of the runway as the stall warning horn sounded. The airplane then collided with the trees and descended to impact with the terrain before a fire erupted. The pilot and passengers were able to exit the airplane before it was engulfed by the flames. The pilot reported the engine rpm’s did not diminish and there were no abrupt changes in power during the takeoff. A witness saw the airplane as it departed runway 28 (2,495 ft long). According to the witness, the airplane rotated about 3/4 of the length down the runway. The witness then saw the landing gear retract and the airplane appeared to struggle to climb. The wings wobbled and the airplane yawed to the right. An examination of the airframe, engine, and turbocharger did not detect any preimpact anomalies. The airplane was modified via supplemental type certificate with a turbocharger that allowed for operation of the airplane at weights above the original airplane’s type certificate design. Using the original manufacturer’s performance chart, takeoff distances and airspeeds are increased, and for the accident flight, the pilot rotated the airplane between 5 to 16 knots early depending on his expectation of a 50 ft obstacle. This early rotation likely rendered the airplane incapable of climbing.
On July 24, 2022, about 1450 eastern daylight time, a Beech A36 airplane was substantially damaged when it was involved in an accident near Ray, Michigan. The pilot and two passengers were seriously injured. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. The pilot reported that during the takeoff roll, when the airplane reached 70 KIAS, he rotated the airplane for takeoff. He pitched the nose of the airplane for the takeoff climb and upon reaching 77 KIAS he retracted the landing gear. The airplane then started to drift to the right, the right wing dipped, and the nose began a slight pitch down. When the pilot checked airspeed, it indicated 64 KIAS and the airplane felt “sloshy.” The pilot reported the airplane was descending toward the trees at the end of the runway and the stall warning horn sounded. The airplane collided with the trees and descended to impact with the terrain before a fire erupted. The pilot and passengers were able to exit the airplane before it was engulfed by the flames. The pilot reported the engine rpm’s never seemed to diminish and there were no abrupt changes in power during the takeoff. A witness saw the airplane as it departed runway 28 (2,495 ft long). According to the witness, the airplane rotated about 3/4 of the length down the runway. The landing gear was seen to retract, and the airplane appeared to struggle to climb. The wings wobbled and the airplane yawed to the right. The airplane did not climb and then collided with the trees. All three occupants were hospitalized. A review of information on file with the Federal Aviation Administration (FAA) showed the accident airplane was modified via supplemental type certificate to be turbo normalized. Examination of the engine and turbocharger did not detect any preimpact anomalies which would have precluded normal operation of the engine. The pilot reported that before the flight he fully fueled the airplane. He estimated the weight and balance calculations to be 3,829 lbs and 83.84 inches. The estimated takeoff distance to clear a 50 ft obstacle was about 2,200 ft. Performance charts provided by Textron Aviation showed that at a takeoff weight of 3,650 lbs, the rotation speed is 73 knots for no obstacle and 84 knots for a 50 ft obstacle. Calculated takeoff distance for a 50 ft obstacle was 2,200 ft. However, according to the Tornado Alley Airplane Flight Manual Supplement, when modified the airplane was approved to operate at a maximum gross weight of 4,000 lbs. When operating at increased weights, pilots should expect an increased takeoff distance of up to 30%, a decreased rate-of-climb of up to 13%, an increased stall speed of up to 7%, and increased takeoff speeds of 2 knots. For the accident flight, the takeoff distance was calculated to be 2,860 ft and rotation speed would be 75 knots (no obstacle) or 86 knots for a 50 ft obstacle. In the FAA publication, The Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-25B), dated 2016, Chapter 11, Aircraft Performance, states that if “the pilot attempts to climb out of ground effect without first attaining normal climb pitch attitude and airspeed, the airplane may inadvertently enter the region of reversed command at a dangerously low altitude. Even with full power, the airplane may be incapable of climbing or even maintaining altitude. The pilot’s only recourse in this situation is to lower the pitch attitude in order to increase airspeed, which inevitably results in a loss of altitude.
The pilot’s early rotation on takeoff, which resulted in insufficient airspeed and an inability to gain sufficient altitude to clear the trees.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
