Narrative:

We refueled the aircraft and took off at about XA20 on jul/thu/04. We completed all checklists and headed out to the northwest practice area. We switched fuel tanks upon arrival in the area and began practicing commercial maneuvers for about 45 mins. We picked up the ATIS and headed back to ZZZ for some touch-and-goes on the runway. We completed the descent checklist, which requires the fuel selector to be switched to the other tank, and entered a right downwind. We did 3 power off 180 degree turns and a short-field before switching tanks again. We did 3 more power-off 180's clearing the engine each time. On the third one, we touched down ok and began a normal climb out. I applied full power and retracted the gear and flaps at positive rate according to the poh. At about 200 ft AGL, I heard the engine spool down and felt the aircraft losing thrust and sinking. I lowered the nose a little to keep the speed up in order to avoid a stall and informed my instructor of the problem. He took the controls and verified the problem. At this point we were about 1/2 way over the runway. We had briefed earlier that we would land straight ahead in this situation. My instructor made a quick emergency call to the tower notifying them that we had lost power. My instructor then lowered the landing gear and touched down on runway centerline about 3/4 of the way down. We continued rolling past the runway and onto the dirt. It was soft due to rain the previous days. A little way into the dirt, the nose gear collapsed. A short distance later the right main gear collapsed causing us to spin to the right where we came to rest. My instructor shut down the airplane while I opened the door. We both exited the aircraft and waited for the trucks. It was about XC00. We believe the circumstances leading to the accident are the type of touch-and-goes we were performing combined with the high temperature. The temperature at the time of the accident was about 95 degrees F (35 degrees C), the field elevation was approximately 1500 ft MSL. Gliding down from traffic pattern altitude to runway touchdown with power at idle may have caused vapor lock. When power was increased to full available after touching down, the ht and horizontal distance over the runway at which we idented the problem prevented the aircraft from stopping in the available runway resulting in a continued ground roll past the runway. We believe this can be prevented by limiting the number of approachs to lndgs with power at idle.

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Original NASA ASRS Text

Title: PA28 CFI AND CFI STUDENT PLT EXPERIENCE ENG PWR LOSS ON TKOF FROM 6TH PWR OFF APCH AND RUN OFF THE RWY END IN AN ATTEMPT TO LAND ON THE REMAINING RWY.

Narrative: WE REFUELED THE ACFT AND TOOK OFF AT ABOUT XA20 ON JUL/THU/04. WE COMPLETED ALL CHKLISTS AND HEADED OUT TO THE NW PRACTICE AREA. WE SWITCHED FUEL TANKS UPON ARR IN THE AREA AND BEGAN PRACTICING COMMERCIAL MANEUVERS FOR ABOUT 45 MINS. WE PICKED UP THE ATIS AND HEADED BACK TO ZZZ FOR SOME TOUCH-AND-GOES ON THE RWY. WE COMPLETED THE DSCNT CHKLIST, WHICH REQUIRES THE FUEL SELECTOR TO BE SWITCHED TO THE OTHER TANK, AND ENTERED A R DOWNWIND. WE DID 3 PWR OFF 180 DEG TURNS AND A SHORT-FIELD BEFORE SWITCHING TANKS AGAIN. WE DID 3 MORE PWR-OFF 180'S CLRING THE ENG EACH TIME. ON THE THIRD ONE, WE TOUCHED DOWN OK AND BEGAN A NORMAL CLBOUT. I APPLIED FULL PWR AND RETRACTED THE GEAR AND FLAPS AT POSITIVE RATE ACCORDING TO THE POH. AT ABOUT 200 FT AGL, I HEARD THE ENG SPOOL DOWN AND FELT THE ACFT LOSING THRUST AND SINKING. I LOWERED THE NOSE A LITTLE TO KEEP THE SPD UP IN ORDER TO AVOID A STALL AND INFORMED MY INSTRUCTOR OF THE PROB. HE TOOK THE CTLS AND VERIFIED THE PROB. AT THIS POINT WE WERE ABOUT 1/2 WAY OVER THE RWY. WE HAD BRIEFED EARLIER THAT WE WOULD LAND STRAIGHT AHEAD IN THIS SIT. MY INSTRUCTOR MADE A QUICK EMER CALL TO THE TWR NOTIFYING THEM THAT WE HAD LOST PWR. MY INSTRUCTOR THEN LOWERED THE LNDG GEAR AND TOUCHED DOWN ON RWY CTRLINE ABOUT 3/4 OF THE WAY DOWN. WE CONTINUED ROLLING PAST THE RWY AND ONTO THE DIRT. IT WAS SOFT DUE TO RAIN THE PREVIOUS DAYS. A LITTLE WAY INTO THE DIRT, THE NOSE GEAR COLLAPSED. A SHORT DISTANCE LATER THE R MAIN GEAR COLLAPSED CAUSING US TO SPIN TO THE R WHERE WE CAME TO REST. MY INSTRUCTOR SHUT DOWN THE AIRPLANE WHILE I OPENED THE DOOR. WE BOTH EXITED THE ACFT AND WAITED FOR THE TRUCKS. IT WAS ABOUT XC00. WE BELIEVE THE CIRCUMSTANCES LEADING TO THE ACCIDENT ARE THE TYPE OF TOUCH-AND-GOES WE WERE PERFORMING COMBINED WITH THE HIGH TEMP. THE TEMP AT THE TIME OF THE ACCIDENT WAS ABOUT 95 DEGS F (35 DEGS C), THE FIELD ELEVATION WAS APPROX 1500 FT MSL. GLIDING DOWN FROM TFC PATTERN ALT TO RWY TOUCHDOWN WITH PWR AT IDLE MAY HAVE CAUSED VAPOR LOCK. WHEN PWR WAS INCREASED TO FULL AVAILABLE AFTER TOUCHING DOWN, THE HT AND HORIZ DISTANCE OVER THE RWY AT WHICH WE IDENTED THE PROB PREVENTED THE ACFT FROM STOPPING IN THE AVAILABLE RWY RESULTING IN A CONTINUED GND ROLL PAST THE RWY. WE BELIEVE THIS CAN BE PREVENTED BY LIMITING THE NUMBER OF APCHS TO LNDGS WITH PWR AT IDLE.

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.