Narrative:

The aircraft was newly purchased. I had approximately 20 hours of time in the aircraft. We picked up the aircraft in ZZZ1 and departed for ZZZ filing a VFR flight plan after receiving a standard weather briefing through 1800WXBRIEF online. I conducted weight and balance and performance calculations for both departure and landing. We received VFR flight following throughout our flight to ZZZ.we landed at ZZZ as a fuel stop before continuing the flight to ZZZ2; where the aircraft is based. We filled the mains; and obtained food. I re-checked the weather and that it was in accordance with the briefing I had received earlier; and that it allowed us to proceed VFR on a route further south before turning north to ZZZ2. A VFR flight plan would not be accepted within the 30 minute window when attempting to file a VFR flight plan online; so we would be picking up VFR flight following from ATC once in the air using the inbound frequency. I performed another weight and balance; and also a detailed performance calculation since the ASOS was reporting a density altitude of 6;100 feet. Our takeoff weight was 3;532 lbs; with cg 81.1 which were both within limits. It indicated a takeoff roll of 1;800 feet; and a return to land landing distance roll of 950 feet. Initial takeoff performance was computed at 872 FPM. On climbout the passenger cockpit door burst open. This was very startling and severely impeded communications in the cockpit; and rendered the radio virtually useless. I determined that it was not safe to proceed; so we turned back to land at ZZZ. When I called on CTAF; there was unintelligible traffic taking the active runway for takeoff; so I entered a left downwind to runway. Due to rising terrain surrounding the airport in that direction; as I maneuvered to avoid the terrain I ended up high and fast on final. At approximately 200 AGL I determined I would not be landing on the fixed distance markers and initiated a go-around.the aircraft is turbo-normalized. I was instructed to leave the mixture lean during descent and approach; and to then advance the mixture during a go-around using the technique of mixture full; prop full; throttle full. When I advanced the mixture and reached for the prop the engine sputtered and began to falter. I reversed course and leaned the mixture to regain the engine and determined that even if I landed beyond the fixed distance markers; my landing roll of 950 feet provided enough margin to bring the aircraft to a stop. I crossed the fence at approximately 90 knots; which is 10 knots faster than normal approach speed; and touched down approximately 1;500 feet down the runway. The down sloping runway and the position of the field contributed to illusions throughout the pattern that I was low; when in reality I was much higher than I thought. At this point I initiated maximum braking; anticipating the need to modulate the brakes. There was no appreciable slowing of the aircraft. I started retracting the flaps to get better braking action and began standing on the brakes to apply all the force possible and the aircraft slowed; but not at anything near the rate of performance that I had expected. We departed the paved surface of the runway at under 5 knots. Unfortunately there is no overrun to the runway and the terrain is unforgiving and canted at a steep downhill; and I continued to engage maximum braking until we struck a fence on the airport property. When I inspected the tire there were no bald spots or cord showing. I would have thought this would have occurred consistent with maximum braking. Nor was there any reverted rubber on the paint of the threshold number that I had passed over. When we came to a stop I immediately turned the fuel selector to off; turned the mags to off; and turned off the battery and alternator. I then surveyed the occupants of the aircraft for injuries. There were no injuries of any kind. We opened the doors normally and exited the aircraft. The rocky terrain had torn the left landing gear from the aircraft. There was [hydraulic fluid] on the ground and on the aircraft landing gear; along with the smell of light brush smoke in the area; so I removed the fire extinguisher from the front seat and as a precaution sprayed down the landing gear. I then went under the wing and sprayed fire extinguisher on the right main landing gear as a further precaution. We were able to open the doors normally and remove all luggage from the aircraft.

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Original NASA ASRS Text

Title: BE36 pilot reported a runway excursion after a return to departure airport due to distraction on departure.

Narrative: The aircraft was newly purchased. I had approximately 20 hours of time in the aircraft. We picked up the aircraft in ZZZ1 and departed for ZZZ filing a VFR Flight Plan after receiving a standard weather briefing through 1800WXBRIEF online. I conducted weight and balance and performance calculations for both departure and landing. We received VFR Flight Following throughout our flight to ZZZ.We landed at ZZZ as a fuel stop before continuing the flight to ZZZ2; where the aircraft is based. We filled the mains; and obtained food. I re-checked the weather and that it was in accordance with the briefing I had received earlier; and that it allowed us to proceed VFR on a route further south before turning north to ZZZ2. A VFR flight plan would not be accepted within the 30 minute window when attempting to file a VFR flight plan online; so we would be picking up VFR Flight Following from ATC once in the air using the inbound frequency. I performed another weight and balance; and also a detailed performance calculation since the ASOS was reporting a density altitude of 6;100 feet. Our takeoff weight was 3;532 lbs; with CG 81.1 which were both within limits. It indicated a takeoff roll of 1;800 feet; and a return to land landing distance roll of 950 feet. Initial takeoff performance was computed at 872 FPM. On climbout the passenger cockpit door burst open. This was very startling and severely impeded communications in the cockpit; and rendered the radio virtually useless. I determined that it was not safe to proceed; so we turned back to land at ZZZ. When I called on CTAF; there was unintelligible traffic taking the active runway for takeoff; so I entered a left downwind to runway. Due to rising terrain surrounding the airport in that direction; as I maneuvered to avoid the terrain I ended up high and fast on final. At approximately 200 AGL I determined I would not be landing on the fixed distance markers and initiated a go-around.The aircraft is Turbo-Normalized. I was instructed to leave the mixture lean during descent and approach; and to then advance the mixture during a go-around using the technique of mixture full; prop full; throttle full. When I advanced the Mixture and reached for the prop the engine sputtered and began to falter. I reversed course and leaned the mixture to regain the engine and determined that even if I landed beyond the fixed distance markers; my landing roll of 950 feet provided enough margin to bring the aircraft to a stop. I crossed the fence at approximately 90 knots; which is 10 knots faster than normal approach speed; and touched down approximately 1;500 feet down the runway. The down sloping runway and the position of the field contributed to illusions throughout the pattern that I was low; when in reality I was much higher than I thought. At this point I initiated maximum braking; anticipating the need to modulate the brakes. There was no appreciable slowing of the aircraft. I started retracting the flaps to get better braking action and began standing on the brakes to apply all the force possible and the aircraft slowed; but not at anything near the rate of performance that I had expected. We departed the paved surface of the runway at under 5 knots. Unfortunately there is no overrun to the runway and the terrain is unforgiving and canted at a steep downhill; and I continued to engage maximum braking until we struck a fence on the airport property. When I inspected the tire there were no bald spots or cord showing. I would have thought this would have occurred consistent with maximum braking. Nor was there any reverted rubber on the paint of the threshold number that I had passed over. When we came to a stop I immediately turned the fuel selector to off; turned the mags to off; and turned off the battery and alternator. I then surveyed the occupants of the aircraft for injuries. There were no injuries of any kind. We opened the doors normally and exited the aircraft. The rocky terrain had torn the left landing gear from the aircraft. There was [hydraulic fluid] on the ground and on the aircraft landing gear; along with the smell of light brush smoke in the area; so I removed the fire extinguisher from the front seat and as a precaution sprayed down the landing gear. I then went under the wing and sprayed fire extinguisher on the right main landing gear as a further precaution. We were able to open the doors normally and remove all luggage from the aircraft.

Data retrieved from NASA's ASRS site 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.