Small aircraft on training flight has power loss on touch-and-go. Aborts but runs off runway.

Attributes
ACN	260042
Time
Date	199312
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : emt
State Reference	CA
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : instructional
Make Model Name	Small Aircraft, High Wing, 1 Eng, Fixed Gear
Flight Phase	climbout : takeoff landing other other
Flight Plan	VFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : private
Experience	flight time last 90 days : 33 flight time total : 96 flight time type : 3
ASRS Report	260042
Person 2
Affiliation	government : faa
Function	controller : local
Qualification	controller : non radar
Events
Anomaly	aircraft equipment problem : critical other anomaly other anomaly other
Independent Detector	other flight crewa
Resolutory Action	none taken : insufficient time
Consequence	other
Supplementary
Primary Problem	Aircraft
Air Traffic Incident	other

Narrative:

I signed out the plane for several hours. I did a complete preflight inspection and checked the local WX via ATIS, both at emt and bur. Emt ATIS reported ceiling 11000 thin scattered. 26000 ft broken, visibility 40, winds calm, barometer 30.14, runway 19 in use. The taxiway was under construction, necessitating taxiing to runway 19 via the east end of the ramp. I proceeded to taxi to the run-up area, performed a run-up, which showed all system normal, then taxied to runway 19 where I was cleared for takeoff and right closed traffic. I performed 5 successful touch-and-goes, which I had decided would be more time and cost-effective than full stops and taxi-backs due to the construction on the taxiway, which would have required a lengthy and circuitous taxi- back. On the sixth landing, I landed normally approximately 800- 1200 ft down the runway, then proceeded to normal touch-and- go procedures. I put the flaps up (0 degrees), added full power and put carburetor ht to cold (in). I performed an engine xchk and oil temperature and pressure were good. However, the airspeed did not come up to rotation speed (57 KTS) when I passed the go/no- go decision point (approximately 1000 ft remaining), so I aborted the takeoff by pulling power to idle. I began braking, at which time the aircraft swerved quickly to the left and onto newly resurfaced tarmac on the taxiway. The aircraft skidded across this surface and, despite full right rudder, I was unable to get the aircraft to turn right. The aircraft skidded off the south end of the taxiway into the grass, impacting a fence and coming to rest in a roadway. There were no injures. I am unsure why airspeed did not come up sufficiently soon to takeoff. However, the incident would not have occurred had the brakes not locked/grabbed unsymmetrically on the left. Also, I believe that the newly surfaced taxiway contributed to the length of the skidding. I believe this was a contributing factor. Also, additional training may have given me a better idea of the length of runway required to stop in an aborted takeoff, although I feel that my decision to abort was correct given the situation.

Original NASA ASRS Text

Title: SMA ON TRAINING FLT HAS PWR LOSS ON TOUCH-AND-GO. ABORTS BUT RUNS OFF RWY.

Narrative: I SIGNED OUT THE PLANE FOR SEVERAL HRS. I DID A COMPLETE PREFLT INSPECTION AND CHKED THE LCL WX VIA ATIS, BOTH AT EMT AND BUR. EMT ATIS RPTED CEILING 11000 THIN SCATTERED. 26000 FT BROKEN, VISIBILITY 40, WINDS CALM, BAROMETER 30.14, RWY 19 IN USE. THE TXWY WAS UNDER CONSTRUCTION, NECESSITATING TAXIING TO RWY 19 VIA THE E END OF THE RAMP. I PROCEEDED TO TAXI TO THE RUN-UP AREA, PERFORMED A RUN-UP, WHICH SHOWED ALL SYS NORMAL, THEN TAXIED TO RWY 19 WHERE I WAS CLRED FOR TKOF AND R CLOSED TFC. I PERFORMED 5 SUCCESSFUL TOUCH-AND-GOES, WHICH I HAD DECIDED WOULD BE MORE TIME AND COST-EFFECTIVE THAN FULL STOPS AND TAXI-BACKS DUE TO THE CONSTRUCTION ON THE TXWY, WHICH WOULD HAVE REQUIRED A LENGTHY AND CIRCUITOUS TAXI- BACK. ON THE SIXTH LNDG, I LANDED NORMALLY APPROX 800- 1200 FT DOWN THE RWY, THEN PROCEEDED TO NORMAL TOUCH-AND- GO PROCS. I PUT THE FLAPS UP (0 DEGS), ADDED FULL PWR AND PUT CARB HT TO COLD (IN). I PERFORMED AN ENG XCHK AND OIL TEMP AND PRESSURE WERE GOOD. HOWEVER, THE AIRSPD DID NOT COME UP TO ROTATION SPD (57 KTS) WHEN I PASSED THE GO/NO- GO DECISION POINT (APPROX 1000 FT REMAINING), SO I ABORTED THE TKOF BY PULLING PWR TO IDLE. I BEGAN BRAKING, AT WHICH TIME THE ACFT SWERVED QUICKLY TO THE L AND ONTO NEWLY RESURFACED TARMAC ON THE TXWY. THE ACFT SKIDDED ACROSS THIS SURFACE AND, DESPITE FULL R RUDDER, I WAS UNABLE TO GET THE ACFT TO TURN R. THE ACFT SKIDDED OFF THE S END OF THE TXWY INTO THE GRASS, IMPACTING A FENCE AND COMING TO REST IN A ROADWAY. THERE WERE NO INJURES. I AM UNSURE WHY AIRSPD DID NOT COME UP SUFFICIENTLY SOON TO TKOF. HOWEVER, THE INCIDENT WOULD NOT HAVE OCCURRED HAD THE BRAKES NOT LOCKED/GRABBED UNSYMMETRICALLY ON THE L. ALSO, I BELIEVE THAT THE NEWLY SURFACED TXWY CONTRIBUTED TO THE LENGTH OF THE SKIDDING. I BELIEVE THIS WAS A CONTRIBUTING FACTOR. ALSO, ADDITIONAL TRAINING MAY HAVE GIVEN ME A BETTER IDEA OF THE LENGTH OF RWY REQUIRED TO STOP IN AN ABORTED TKOF, ALTHOUGH I FEEL THAT MY DECISION TO ABORT WAS CORRECT GIVEN THE SIT.

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.