Narrative:

Aircraft was under max weight at approx 2532 pounds (max weight is 2650). Pilots calculated density altitude to be 7;000 using temperature of 90 degrees from aircraft thermometer and pressure altitude of 4;250 with 29.92 setting on altimeter. Pilots consulted aircraft performance charts (ref. Cherokee arrow information manual) and determined the 50-foot obstacle takeoff distance at max weight would be 3;800 feet and rate of climb would be 500 FPM after gear and flaps up. Taxied to runway xx. Wind was light and variable. The sky conditions were clear with no observed windshear or hazardous conditions around the airport. Mixture was in rich position; fuel pump off and engine taxied normally. Using checklist; conducted normal engine run up at 2;000 RPM. Mag drop on two clicks left mag was 200 RPM; 100 prm on other; and engine ran rough at idle and then cut off. Restarted engine normally; fuel pump on. The fuel flow indicator does not have markings denoting the best power fuel flow for different field elevations; and there is no high density altitude takeoff leaning procedure in the arrow poh; so we used the method of leaning the engine to slight roughness then enrichment and ran for 30-40 seconds at 2;000 RPM. Also set mixture to max egt redline and conducted mag and idle check again. Mag drop on two clicks left was 125 RPM and 100 RPM on other. Engine idled normally. The time used for this run up seemed to be about 3 minutes. Oil temp seemed normal (green arc) afterwards. At this time pilots noticed that winds were now favoring runway xy. Taxied to runway xy. Engine ran normally at idle. Briefed for short-field takeoff; set flaps to 25 degrees; in position at runway threshold; brakes on; set throttle and prop control to full takeoff power; static run-up and checked rpms 2;400. Engine instruments indicated normal with no roughness or dropouts. Oil temp seemed normal (green arc). Released brakes. During takeoff roll the engine sounded normal and seem to produce expected acceleration for the density altitude. Rpms climbed normally as airspeed increased. Accelerated to 60-65 mph IAS at mid field and rotated. Aircraft lifted off two hundred feet after rotation. Set proper pitch attitude to attain the correct climb airspeed of 85MPH IAS. Raised gear before end of displaced runway. Climbed to an altitude of approx 75 ft. Aircraft stopped accelerating and maintained level flight at about 80 mph IAS. Pilot said something similar to we have trouble? To reduce drag and assist acceleration; raised flaps to 10 degrees at about 80 mph IAS. Aircraft maintained level flight at 75 AGL but engine did not produce enough power to attain a positive climb rate. Aircraft was just maintaining altitude at 80 mph IAS crossing over the trees. Engine power and airspeed began decreasing. There was a positive transfer of the yoke as (more experienced) co-pilot took the controls. Co-pilot observed airspeed at 65 mph IAS; rpms 2;100. Lowered the nose slightly to build airspeed; aircraft began to descend. There was a field straight ahead so decided to conduct an off field landing. Lowered the nose further; brought back the throttle. Kept gear up. Flared and landed on the belly and slid to a stop in about 200 ft. No injuries to pilots or passenger. Minor damage to aircraft.

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Original NASA ASRS Text

Title: A PA-28 landed gear up off airport after a high density altitude takeoff. The engine apparently failed to continue producing sufficient power after take to climb.

Narrative: Aircraft was under max weight at approx 2532 LBS (max weight is 2650). Pilots calculated density altitude to be 7;000 using temperature of 90 degrees from aircraft thermometer and pressure altitude of 4;250 with 29.92 setting on altimeter. Pilots consulted aircraft performance charts (ref. Cherokee Arrow Information Manual) and determined the 50-foot obstacle takeoff distance at max weight would be 3;800 feet and rate of climb would be 500 FPM after gear and flaps up. Taxied to Runway XX. Wind was light and variable. The sky conditions were clear with no observed windshear or hazardous conditions around the airport. Mixture was in rich position; fuel pump off and engine taxied normally. Using checklist; conducted normal engine run up at 2;000 RPM. Mag drop on two clicks left mag was 200 RPM; 100 PRM on other; and engine ran rough at idle and then cut off. Restarted engine normally; fuel pump on. The fuel flow indicator does not have markings denoting the best power fuel flow for different field elevations; and there is no high density altitude takeoff leaning procedure in the Arrow POH; so we used the method of leaning the engine to slight roughness then enrichment and ran for 30-40 seconds at 2;000 RPM. Also set mixture to max EGT redline and conducted mag and idle check again. Mag drop on two clicks left was 125 RPM and 100 RPM on other. Engine idled normally. The time used for this run up seemed to be about 3 minutes. Oil temp seemed normal (green arc) afterwards. At this time pilots noticed that winds were now favoring Runway XY. Taxied to Runway XY. Engine ran normally at idle. Briefed for short-field takeoff; Set flaps to 25 degrees; in position at runway threshold; brakes on; set throttle and prop control to full takeoff power; static run-up and checked RPMs 2;400. Engine instruments indicated normal with no roughness or dropouts. Oil temp seemed normal (green arc). Released brakes. During takeoff roll the engine sounded normal and seem to produce expected acceleration for the density altitude. RPMs climbed normally as airspeed increased. Accelerated to 60-65 MPH IAS at mid field and rotated. Aircraft lifted off two hundred feet after rotation. Set proper pitch attitude to attain the correct climb airspeed of 85MPH IAS. Raised gear before end of displaced runway. Climbed to an altitude of approx 75 FT. Aircraft stopped accelerating and maintained level flight at about 80 MPH IAS. Pilot said something similar to we have trouble? To reduce drag and assist acceleration; raised flaps to 10 degrees at about 80 MPH IAS. Aircraft maintained level flight at 75 AGL but engine did not produce enough power to attain a positive climb rate. Aircraft was just maintaining altitude at 80 MPH IAS crossing over the trees. Engine power and airspeed began decreasing. There was a positive transfer of the yoke as (more experienced) co-pilot took the controls. Co-pilot observed airspeed at 65 MPH IAS; RPMs 2;100. Lowered the nose slightly to build airspeed; Aircraft began to descend. There was a field straight ahead so decided to conduct an off field landing. Lowered the nose further; brought back the throttle. Kept gear up. Flared and landed on the belly and slid to a stop in about 200 FT. No injuries to pilots or passenger. Minor damage to aircraft.

Data retrieved from NASA's ASRS site as of April 2012 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.