HISTORY OF FLIGHT On April 14, 2006, about 1714 eastern daylight time, a Piper PA-32-260, N592PR, registered to and operated by a private individual as a 14 Code of Federal Regulations Part 91 personal flight, crashed during takeoff at the Marion County/Dunnellon Airport, Dunnellon, Florida. Visual meteorological conditions prevailed, and no flight plan was filed. The private pilot and one passenger received minor injuries, and the other passenger received serious injuries. The airplane was destroyed. The flight was originating at the time of the accident. According to the pilot, after obtaining fuel at Dunnellon, he taxied to runway 23 and waited for a Cessna 150 which was performing a touch-and-go landing on runway 05. Once the Cessna cleared the runway, he started the takeoff roll, and noted that the airplane performed normally during takeoff and initial climb. About 400 feet above the ground, the engine idled back while still operating. It did not sputter. The airplane started losing altitude immediately. He rapidly checked the magnetos and other switches, but did not have time to change the fuel selector position, which was set on the right main tank. He made a slight right bank to avoid trees ahead, while trying not to stall the airplane. After impacting the ground, a fire erupted on the left side. The pilot shut off switches and set the fuel selector to the off position. The pilot and passengers exited the airplane, and there was an explosion on the right wing. PERSONNEL INFORMATION The pilot, age 45, held a private pilot certificate with an airplane single engine land rating. His most recent medical certificate was a third class medical certificate issued on April 28, 2004, with the limitations, must wear corrective lenses and not valid for any class after April 30, 2006. The pilot reported that he had accumulated about 328 hours total time of which 82 hours were in the accident airplane make and model. AIRCRAFT INFORMATION Review of the airplane's maintenance records indicated that the 1966 model Piper Cherokee Six received its most recent annual inspection on May 7, 2005, at a total time of 7,262.5 hours. As of that date, the engine, a Lycoming O-540-E4B5, S/N L-15894-40, had accumulated 1,358.6 hours since major overhaul. The major overhaul was completed on October 2, 1997. METEOROLOGICAL INFORMATION At 1755, the reported weather conditions at Ocala, Florida, located about 11 nautical miles northeast of the accident site, were wind from 350 degrees at 6 knots, visibility 10 miles, sky clear, temperature 29 degrees C, dew point 11 degrees C, and altimeter 30.02 inches. WRECKAGE AND IMPACT INFORMATION An on-scene examination was conducted on April 20, 2006, under the supervision of the NTSB investigator-in-charge, with the participation of representatives from The New Piper Aircraft and Textron Lycoming. The accident site was located on airport property about 565 feet from the end of runway 09. The wreckage path was approximately 70 feet long on a 270-degree heading. The majority of the airframe was consumed by the post-crash fire. The left wing was separated at the wing root and found adjacent to its relative position. The left wing, flap and aileron were consumed by fire. The inboard and outboard fuel tanks were destroyed by fire. The fuel screens for the inboard and outboard fuel tanks were free from blockage. The right wing remained attached at the wing root and received impact and fire damage. The inboard fuel tank was breached. Approximately 3 inches of fuel mixed with water was found in the inboard fuel tank. The outboard fuel tank had fire damage. The inboard fuel tank screen was free from blockage, and the outboard fuel tank screen was covered in black soot. The fuselage was consumed by fire. All instruments, radios, and the throttle quadrant were destroyed by fire. The flap handle was found in the retracted position. Control continuity was verified for all flight controls, except for impact related separations. The fuel selector valve was found in the off position. The fuel selector valve screen was free from blockage. The engine had been recovered from the accident site and stored in a hangar on the airport prior to the on-scene examination. Recovery personnel reported that the throttle, mixture and propeller controls were found attached and had been cut at the firewall to facilitate recovery of the engine. During examination of the engine on April 20, the spark plugs, valve covers and rear mounted components were removed. The accessory case was also removed, and the internal drive gears were found intact. The crankshaft was rotated and continuity was confirmed to all cylinders and to the rear of the engine. Thumb compression was confirmed on all cylinders during rotation. Bore scope examination of the cylinders revealed no anomalies. The propeller remained attached to the engine crankshaft. Both propeller blades were bent aft and displayed chordwise abrasions. No fuel was found remaining within any of the engine fuel system components. All of the fluid carrying hoses sustained severe fire damage. Heavy fire damage was noted to all the components. The carburetor remained attached and secure on the engine and was removed for examination. The carburetor inlet screen was removed and found to contain a large amount of debris. The debris was removed from the screen and determined to be an accumulation of small ferrous particles. TESTS AND RESEARCH A sample of the material found in the carburetor inlet screen was sent to an outside laboratory to compare the composition of the residue to a sample of the insulation from the hose supplying fuel to the carburetor. The laboratory found that the debris inside the carburetor did not match the insulation material. For further details of the testing, see the Materials Laboratory Factual Report in the public docket for this investigation.