Narrative:

I arrived on the ramp a little after XA00 am and was surprised to see the amount of snow considering the briefing I had received. (About 45 mins previously, abq FSS reported abq as 33 broken, 65 overcast, visibility 4 mi in light snow and fog). I brushed the aircraft clean, preflted (including attaching the windshield hot plate), did a couple of administrative tasks, including calling my destination (farmington, NM) to confirm their WX, sprayed the windshield, and brushed the aircraft clean a second time. It was a heavy, wet snow, unusual for new mexico, that continued to fall lightly during preflight, but which came off the aircraft easily. After engine start, I got my clearance and did a runup that included a visual check of the horizontal stabilizer and elevator. They both appeared to be clean. There was no delays in taxiing to runway 8. I was #2 for departure, but that was a delay of a few seconds only. I received my takeoff clearance at XA53L, and took off with 10 degrees flaps, and pitot heat, hot propeller, and windshield plate all on. Engine power seemed normal. The aircraft did not accelerate very quickly, but that is often the case with an almost-gross-weight load. I lifted off and started climbing about 100 mph, got positive rate, retracted the gear and slowly retracted the flaps fully inspecting a normal acceleration and climb. Instead, I experienced virtually no climb, or very little, and a deceleration in airspeed. Where I would have expected an airspeed of about 110-120 mph, the airspeed was in the 80's and falling. Rather than try to push up into the WX, which was quickly worsening, I rejected the departure, lowered the nose gently to maintain directional control, and the aircraft settled back onto the runway gear up. From start to stop, the incident used a little over 10000 ft of runway. The temperature was 33 degrees when I was taxiing out. The cowling, leading edges, and horizontal stabilizer were clean, but there may have been more wet snow on the aircraft then I knew of, which may have frozen with the extra airflow on takeoff. This airplane still had gear doors, and I don't know how much the extra disruption of air flow contributed to the aircraft's substandard performance. I also don't know how much it may have affected aircraft stability had I gotten the gear down before the aircraft settled.

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Original NASA ASRS Text

Title: TKOF ABORT LEADS TO A WHEELS UP LNDG.

Narrative: I ARRIVED ON THE RAMP A LITTLE AFTER XA00 AM AND WAS SURPRISED TO SEE THE AMOUNT OF SNOW CONSIDERING THE BRIEFING I HAD RECEIVED. (ABOUT 45 MINS PREVIOUSLY, ABQ FSS RPTED ABQ AS 33 BROKEN, 65 OVCST, VISIBILITY 4 MI IN LIGHT SNOW AND FOG). I BRUSHED THE ACFT CLEAN, PREFLTED (INCLUDING ATTACHING THE WINDSHIELD HOT PLATE), DID A COUPLE OF ADMINISTRATIVE TASKS, INCLUDING CALLING MY DEST (FARMINGTON, NM) TO CONFIRM THEIR WX, SPRAYED THE WINDSHIELD, AND BRUSHED THE ACFT CLEAN A SECOND TIME. IT WAS A HVY, WET SNOW, UNUSUAL FOR NEW MEXICO, THAT CONTINUED TO FALL LIGHTLY DURING PREFLT, BUT WHICH CAME OFF THE ACFT EASILY. AFTER ENG START, I GOT MY CLRNC AND DID A RUNUP THAT INCLUDED A VISUAL CHK OF THE HORIZ STABILIZER AND ELEVATOR. THEY BOTH APPEARED TO BE CLEAN. THERE WAS NO DELAYS IN TAXIING TO RWY 8. I WAS #2 FOR DEP, BUT THAT WAS A DELAY OF A FEW SECONDS ONLY. I RECEIVED MY TKOF CLRNC AT XA53L, AND TOOK OFF WITH 10 DEGS FLAPS, AND PITOT HEAT, HOT PROP, AND WINDSHIELD PLATE ALL ON. ENG PWR SEEMED NORMAL. THE ACFT DID NOT ACCELERATE VERY QUICKLY, BUT THAT IS OFTEN THE CASE WITH AN ALMOST-GROSS-WT LOAD. I LIFTED OFF AND STARTED CLBING ABOUT 100 MPH, GOT POSITIVE RATE, RETRACTED THE GEAR AND SLOWLY RETRACTED THE FLAPS FULLY INSPECTING A NORMAL ACCELERATION AND CLB. INSTEAD, I EXPERIENCED VIRTUALLY NO CLB, OR VERY LITTLE, AND A DECELERATION IN AIRSPD. WHERE I WOULD HAVE EXPECTED AN AIRSPD OF ABOUT 110-120 MPH, THE AIRSPD WAS IN THE 80'S AND FALLING. RATHER THAN TRY TO PUSH UP INTO THE WX, WHICH WAS QUICKLY WORSENING, I REJECTED THE DEP, LOWERED THE NOSE GENTLY TO MAINTAIN DIRECTIONAL CTL, AND THE ACFT SETTLED BACK ONTO THE RWY GEAR UP. FROM START TO STOP, THE INCIDENT USED A LITTLE OVER 10000 FT OF RWY. THE TEMP WAS 33 DEGS WHEN I WAS TAXIING OUT. THE COWLING, LEADING EDGES, AND HORIZ STABILIZER WERE CLEAN, BUT THERE MAY HAVE BEEN MORE WET SNOW ON THE ACFT THEN I KNEW OF, WHICH MAY HAVE FROZEN WITH THE EXTRA AIRFLOW ON TKOF. THIS AIRPLANE STILL HAD GEAR DOORS, AND I DON'T KNOW HOW MUCH THE EXTRA DISRUPTION OF AIR FLOW CONTRIBUTED TO THE ACFT'S SUBSTANDARD PERFORMANCE. I ALSO DON'T KNOW HOW MUCH IT MAY HAVE AFFECTED ACFT STABILITY HAD I GOTTEN THE GEAR DOWN BEFORE THE ACFT SETTLED.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.