ASN Wikibase Occurrence # 134907
Last updated: 25 May 2013
This information is added by users of ASN. ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information.
If you feel this information is incomplete or incorrect, you can submit corrected information.
| Date: | 12-SEP-2004 |
| Time: | 1810 |
| Type: |  Beechcraft A36 Bonanza |
| Operator: | Michael C. Muma |
| Registration: | N100EV |
| C/n / msn: | E2834 |
| Fatalities: | Fatalities: 0 / Occupants: 4 |
| Airplane damage: | Written off (damaged beyond repair) |
| Location: | Auburn, WA -
 United States of America
|
| Phase: | Take off |
| Nature: | Private |
| Departure airport: | 51WA |
| 51WA |
HISTORY OF FLIGHT
On September 12, 2004, approximately 1810 Pacific daylight time, a Beech A-36, N100EV, impacted a stand of dense brush and an enclosed equipment hauling trailer during an aborted takeoff at Evergreen Skyranch, Auburn, Washington. The commercial pilot and two of his passenger received serious burn injuries, and the third passenger received minor injuries. The aircraft, which was owned and operated by the pilot, was destroyed by the post-impact fire. The local 14 CFR Part 91 personal pleasure flight was being operated in visual meteorological conditions. No flight plan had been filed. The ELT, which was activated by the impact sequence, was turned off at the scene.
On the day of the accident, the pilot was entertaining guests at his home at Evergreen Skyranch. Around 1730 he invited the guests to accompany him on a sightseeing flight around the local area. Shortly thereafter, the pilot performed a normal preflight on the aircraft, which had been sitting overnight on the taxiway area in front of his house. He said that he took special care to check for water in the fuel samples because the aircraft had been sitting out overnight, in what was at times heavy rain. The preflight turned up no system anomalies, but the pilot did find that when he drained the left tank the fuel sample did yield about one inch of water in the nine inch long fuel sampler. In addition, the sample taken from the right tank and the fuel strainer sump revealed traces of water. Prior to starting the engine, the pilot took a second sample of fuel from the left tank, and that sample did not contain any further water contamination. In a post-accident interview, when asked if he had rocked the wings of the aircraft in an attempt to dislodge any additional trapped water, he said that he had not. He further stated that in the time that he had owned the aircraft, approximately one month, this was the first time that he had seen anything besides a very small trace amount of water in a fuel sample.
The pilot then loaded his passengers and provided them with some emergency instructions. He and an adult male passenger were in the front two seats, and two relatively light young adults were seated in the two most aft seats. After confirming that there were approximately 65 gallons of fuel on board, the pilot started the engine and let it warm up with the aircraft still parked on the taxiway pad where it had been overnight. After the engine had warmed sufficiently, the pilot performed a magneto and propeller check, both of which indicated normal operation. Then, just before the pilot was getting ready to start his taxi to the runway, a friend of his, who was inbound to Evergreen Skyranch at that time, transmitted over the common traffic advisory frequency (CTAF) that he was entering the traffic pattern for landing. At that point, because he believed his friend was arriving in order to visit with him, the pilot of N100EV decided to shut down the aircraft's engine and delay his takeoff until his friend had landed and taxied to his house. After the other pilot landed, the pilot of N100EV and the other pilot carried on a brief conversation over the radio, whereupon the pilot of N100EV decided to go ahead with the short sightseeing flight, and to join the guests afterward. He therefore restarted the engine, checked and set the instruments, and then initiated his taxi to the north end of the runway over the uneven undulating grass taxi area. Once he was clear of the area in front of his house, where other individuals where watching the activities, he performed another propeller and magneto check, and completed his pre-takeoff checklist, intentionally leaving the flaps in the full up position. Once he reached the north end of the runway, the pilot turned the aircraft to the south (runway 16) and initiated the takeoff roll.
In his written statement, the pilot said that during the take off roll, the aircraft accelerated normally up to the point of rotation. He said that it felt like the aircraft then lifted off the ground, but
Sources:
NTSB id 20040920X01465
Revision history:
| Date/time | Contributor | Updates |
|---|
Corrections or additions? ... Edit this accident description