Narrative:

The WX conditions were hot (95 degrees F/35 degrees C) and dry, and the wind was 270 degrees at 8 KTS. Aircraft heavy, loaded to 180 pounds below maximum gross weight. Considering the heat, I calculated the aircraft load to allow for a 'buffer' for the degraded performance I was expecting. However, when we were 1 1/2 hours late on departure, and the ground controller offered me a runway more closely aligned with our departure path, I took it. When I was asked if I could accept an intersection takeoff, again, in a hurry to leave, I accepted. Upon takeoff, the ground roll was quite long, and upon liftoff, I had to initially climb at vx (angle) instead of vy (rate) to stay clear of rising terrain. The tower asked if I had a problem, to which I could only reply too hot and too heavy. I kept maximum power in, and continually 'tweaking' the throttle keeping the turbocharger at or just below the maximum setting, and still got periodic overboost warnings and the stall warning horn as we hit thermals. We finally cleared the ridge line south of the airport, and I was able to lower the nose, increase airspeed, and begin a normal climb. The remainder of the flight was uneventful. Looking back, I found density altitude at the time of our departure was 3050 ft, and considering how soon the terrain begins rising at the end of the runway, I should never have accepted the intersection takeoff. Real dumb on my part, accepting an intersection which offered 3000 ft of asphalt with a 90 degree crosswind when I could have had over 7000 ft, or better yet, requested another runway which would have given me 10000 ft with a 6 KT headwind.

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Original NASA ASRS Text

Title: PLT OF AN SEL SMA ACCEPTED A RWY INTXN TKOF ON A HOT DAY, RESULTING IN A LONGER THAN NORMAL GND ROLL AND MINIMUM CLB PERFORMANCE FOR THE RISING TERRAIN AT THE END OF THE RWY.

Narrative: THE WX CONDITIONS WERE HOT (95 DEGS F/35 DEGS C) AND DRY, AND THE WIND WAS 270 DEGS AT 8 KTS. ACFT HVY, LOADED TO 180 LBS BELOW MAX GROSS WT. CONSIDERING THE HEAT, I CALCULATED THE ACFT LOAD TO ALLOW FOR A 'BUFFER' FOR THE DEGRADED PERFORMANCE I WAS EXPECTING. HOWEVER, WHEN WE WERE 1 1/2 HRS LATE ON DEP, AND THE GND CTLR OFFERED ME A RWY MORE CLOSELY ALIGNED WITH OUR DEP PATH, I TOOK IT. WHEN I WAS ASKED IF I COULD ACCEPT AN INTXN TKOF, AGAIN, IN A HURRY TO LEAVE, I ACCEPTED. UPON TKOF, THE GND ROLL WAS QUITE LONG, AND UPON LIFTOFF, I HAD TO INITIALLY CLB AT VX (ANGLE) INSTEAD OF VY (RATE) TO STAY CLR OF RISING TERRAIN. THE TWR ASKED IF I HAD A PROB, TO WHICH I COULD ONLY REPLY TOO HOT AND TOO HVY. I KEPT MAX PWR IN, AND CONTINUALLY 'TWEAKING' THE THROTTLE KEEPING THE TURBOCHARGER AT OR JUST BELOW THE MAX SETTING, AND STILL GOT PERIODIC OVERBOOST WARNINGS AND THE STALL WARNING HORN AS WE HIT THERMALS. WE FINALLY CLRED THE RIDGE LINE S OF THE ARPT, AND I WAS ABLE TO LOWER THE NOSE, INCREASE AIRSPD, AND BEGIN A NORMAL CLB. THE REMAINDER OF THE FLT WAS UNEVENTFUL. LOOKING BACK, I FOUND DENSITY ALT AT THE TIME OF OUR DEP WAS 3050 FT, AND CONSIDERING HOW SOON THE TERRAIN BEGINS RISING AT THE END OF THE RWY, I SHOULD NEVER HAVE ACCEPTED THE INTXN TKOF. REAL DUMB ON MY PART, ACCEPTING AN INTXN WHICH OFFERED 3000 FT OF ASPHALT WITH A 90 DEG XWIND WHEN I COULD HAVE HAD OVER 7000 FT, OR BETTER YET, REQUESTED ANOTHER RWY WHICH WOULD HAVE GIVEN ME 10000 FT WITH A 6 KT HEADWIND.

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.