On August 16, 2003, at 1405 central daylight time, a Beech BE-36TC single-engine airplane, N93PP, was substantially damaged when the airplane overran the departure end of runway during takeoff from the Charping Airport, near Temple, Texas. The private pilot sustained minor injuries and the passenger was not injured. The airplane was registered to and operated by a private individual. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight was originating at the time of the accident, and was destined for the Centerville Municipal Airport, near Centerville, Iowa. The 1,696-hour pilot reported in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2), that prior to departing the airport, he obtained a weather briefing from the San Angelo flight service station. During takeoff roll on runway 19, a 2,575-foot grass runway, "the aircraft failed to attain proper airspeed for takeoff." The airplane collided with the edge of a road approximately eight feet from the departure end of the runway. Subsequently, the airplane bounced, continued through the middle of a metal barn, coming to rest upright approximately 100 feet beyond the barn. On the recommendation block of the NTSB Form 6120.1/2, on how the accident could have been prevented, the pilot stated: "use of [a] longer runway for [a] buffer zone." Examination of the aircraft by an FAA inspector, who responded to the accident site, revealed both wings were bent aft, the fuselage was wrinkled aft of the cabin area, and a section of the vertical stabilizer and rudder were separated. The aircraft came to rest approximately 220 feet from the departure end of runway 19. At 1335, the automated weather observation system at Draughon-Miller Central Texas Regional Airport, located approximately two nautical miles south of the accident site, reported wind from 120 degrees at 7 knots, visibility 10 statute miles, few clouds at 4,800 feet, temperature 33 degrees Celsius, dew point 22 degrees Celsius, and an altimeter setting of 30.08 inches of Mercury. The density altitude was calculated by the NTSB investigator-in-charge at 2,831 feet. According to the airplane manufacturer, using the FAA approved pilot operating handbook (POH) to determine the take-off distance, assuming the aircraft is in the maximum gross weight configuration, and no flaps, and the reported weather conditions, the takeoff roll distance would equate to be 2,100 feet and 4,000 feet total distance over a 50-foot obstacle. With a flap setting of 15 degrees, the takeoff roll distance would equate to be 2,000 feet and 3,800 feet total distance over a 50-foot obstacle.