On August 8, 2015, at 1015 eastern daylight time, a Cessna 182Q, N7506S, was substantially damaged when it nosed over after a runway excursion at the Ingalls Field Airport (HSP), Hot Springs, Virginia. The private pilot and passenger received minor injuries. Visual meteorological conditions prevailed and no flight plan was filed for the planned flight to Lonesome Pine Airport (LNP), Wise, Virginia. The flight was originating at the time of the accident. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.According to the pilot, the passenger was his brother and recently bought the airplane to learn how to fly in it. The airplane sat for about 6 years prior to the purchase. After the purchase, a fuel tank bladder was replaced and the airplane was ferried uneventfully from New Jersey to HSP on August 6, 2015. After landing, the airplane was fueled with 45 gallons of 100 low-lead aviation gasoline and sat until the accident flight as the pilot was waiting for weather to improve. The pilot further stated that after takeoff, the airplane climbed to about 100 feet above ground level (agl) and then the "rpm dropped." He lowered the nose, landed on the runway but was unable to stop on the remaining runway. The airplane went down an embankment and then nosed over. A witness observed the airplane on its takeoff roll on runway 25 (5,600 ft long) prior to the accident. He stated that the airplane lifted off about 2,500 ft down the runway and climbed to an altitude of about 200 ft agl when it "failed to gain altitude." He said the engine had an audible "sputter" and the airplane then landed back on the runway, went off the end and flipped over. Another witness reported that prior to the accident takeoff, the pilot made an initial takeoff attempt, aborted, and taxied back. The engine was then shutdown, restarted and sounded as if a run-up was performed, and then the accident takeoff occurred. A Federal Aviation Administration inspector examined the airplane at the accident scene. The airplane came to rest inverted, with substantial damage to the left wing, empennage and vertical stabilizer. The nosewheel assembly was found separated from the strut. Flight control continuity was confirmed from the cockpit controls to the aileron, elevator and rudder, and no anomalies noted with the brakes or nose wheel steering. The engine crankshaft continuity was confirmed to the rear accessory gears. Thumb compression and suction was confirmed on all cylinders. The fuel strainer was absent of water or sediment. The left magneto produced spark on all towers when rotated by hand. The right magneto did not produce spark when rotated by hand. The right magneto was disassembled and no mechanical anomalies were noted, but an electrical defect could not be discounted. Additionally, fuel sampled by the pilot from the airplane's right wing exhibited a green tint, and green stains were present on the right side of the fuselage just aft of the door and on the right landing gear strut. The pilot did not report any green tint in the fuel sampled from the left wing, nor was any noted during postaccident examination of the fuel in the fuel strainer. The fuel selector was found in the LEFT fuel tank position. There was no evidence of fuel contamination during the uneventful flight from New Jersey to HSP. Fuel samples taken by airport personnel from another airplane that had recently been fueled, did not exhibit a green tint. The fuel source was sampled and submitted for laboratory testing by airport personnel, the results were normal. The airplane was manufactured in 1976 and powered by a Continental O-470, 230-horsepower engine. The airplane logbooks were not recovered. At the time of the accident, the airplane had not had a current annual inspection, nor was a ferry permit issued for the trip from New Jersey to the pilot's home airport. The 1010 weather observation at HSP included wind from 090 at 4 knots, 10 miles visibility, cloud ceiling broken at 1000 ft AGL, overcast at 4600 ft AGL, temperature 66F, dewpoint 63F, altimeter setting 30.09 inches of mercury. The field elevation at HSP is 3793 feet above mean sea level.