CEN18LA114 · Beech 77

The private pilot had no flight time in the accident airplane make and model before his personal flight in the airplane. He said that he looked over the pilot's operating handbook (POH), performed a preflight inspection with the owner, and then obtained fuel and performed an engine run-up; no anomalies were noted. During the takeoff roll, the pilot began rotation about 1/2 of the way down the 6,200-ft-long runway at 49 knots, which was below the airplane's rotation speed and stall speed. The pilot stated that he continued the takeoff, and upon lift-off, the airplane's "acceleration and power started to disappear." He lowered the airplane's nose to increase airspeed as the airplane approached the departure end of the runway and then raised the nose gradually, but the stall warning horn sounded; he aborted the climb and executed a slight right bank turn to remain over the airport. He indicated that the stall warning horn sounded, and the airplane "dropped from the sky."

Postaccident examination of the airplane revealed that the propeller blade damage was consistent with the engine producing power at the time of impact. There was no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. According to the takeoff performance chart in the POH, at gross weight, the airplane's takeoff distance ground roll and takeoff distance over a 50-ft obstacle were about 900 ft and 1,350 ft, respectively. Thus, sufficient runway remained had the pilot elected to abort the takeoff when the airplane exceeded its takeoff ground distance roll. According to the Federal Aviation Administration Airplane Flying Handbook, before takeoff, pilots should identify a point along the runway at which the airplane should be airborne; if the airplane is not airborne by that point, the pilot should take immediate action to discontinue the takeoff.

Verbatim NTSB analysis and probable cause from the NTSB dataset