Narrative:

Flight was training for a pilot, which had ground looped and damaged the aircraft 3 months prior. Preflight was normal, with particular attention paid to aircraft controls, run-up, and pilot taxi proficiency. On takeoff roll, runway 13, pilot was slow to add power, had normal directional control problems. About 50 ft in the air, I, as CFI, commented that aircraft seemed to be accelerating slowly. RPM at beginning of takeoff roll had been approximately 2250 RPM. Pilot/owner was obviously uncomfortable, too, and xferred control to me. I tried to climb straight ahead, but aircraft only got to about 150 ft AGL. Looking for fields, I began a gentle left turn back toward the runway. Aircraft performance continued to deteriorate. I lined up with a closed runway/taxiway 22 with hangars on the approach end. On final, I was able to maintain a descent with full power. We cleared hangars, power lines, and when close to the runway, I reduced power to idle. 3 point landing was almost immediate. After rolling 1000 ft or so, I told the pilot (no brakes on my side) that we needed to slow, and give me a little brake. We swerved slightly right, which I corrected, then began a left turn. I used full right rudder. I called for right brake 2-3 times. Left turn continued toward 3 aircraft parked on the ramp. As I cleared them, I saw a fence and pwrline coming up. I had always rehearsed an off-field landing where I would use a ground loop as a last resort to avoid obstacles. I did not intentionally ground loop, but feel natural reactions may have done it to prevent collision with fence, power pole. No place is there published minimum RPM for takeoff for this aircraft/engine/problem combination that I can find. Lack of brakes for right seat is legal, but complicates response.

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Original NASA ASRS Text

Title: A CFI, FLYING A PA22 WITH A STUDENT, TOOK EVASIVE ACTION AT BAZ BY GND LOOPING HIS ACFT TO AVOID A NUMBER OF PARKED PLANES, AFTER THE STUDENT FROZE AND FAILED TO APPLY THE ONLY SET OF BRAKES.

Narrative: FLT WAS TRAINING FOR A PLT, WHICH HAD GND LOOPED AND DAMAGED THE ACFT 3 MONTHS PRIOR. PREFLT WAS NORMAL, WITH PARTICULAR ATTN PAID TO ACFT CTLS, RUN-UP, AND PLT TAXI PROFICIENCY. ON TKOF ROLL, RWY 13, PLT WAS SLOW TO ADD PWR, HAD NORMAL DIRECTIONAL CTL PROBS. ABOUT 50 FT IN THE AIR, I, AS CFI, COMMENTED THAT ACFT SEEMED TO BE ACCELERATING SLOWLY. RPM AT BEGINNING OF TKOF ROLL HAD BEEN APPROX 2250 RPM. PLT/OWNER WAS OBVIOUSLY UNCOMFORTABLE, TOO, AND XFERRED CTL TO ME. I TRIED TO CLB STRAIGHT AHEAD, BUT ACFT ONLY GOT TO ABOUT 150 FT AGL. LOOKING FOR FIELDS, I BEGAN A GENTLE L TURN BACK TOWARD THE RWY. ACFT PERFORMANCE CONTINUED TO DETERIORATE. I LINED UP WITH A CLOSED RWY/TXWY 22 WITH HANGARS ON THE APCH END. ON FINAL, I WAS ABLE TO MAINTAIN A DSCNT WITH FULL PWR. WE CLRED HANGARS, PWR LINES, AND WHEN CLOSE TO THE RWY, I REDUCED PWR TO IDLE. 3 POINT LNDG WAS ALMOST IMMEDIATE. AFTER ROLLING 1000 FT OR SO, I TOLD THE PLT (NO BRAKES ON MY SIDE) THAT WE NEEDED TO SLOW, AND GIVE ME A LITTLE BRAKE. WE SWERVED SLIGHTLY R, WHICH I CORRECTED, THEN BEGAN A L TURN. I USED FULL R RUDDER. I CALLED FOR R BRAKE 2-3 TIMES. L TURN CONTINUED TOWARD 3 ACFT PARKED ON THE RAMP. AS I CLRED THEM, I SAW A FENCE AND PWRLINE COMING UP. I HAD ALWAYS REHEARSED AN OFF-FIELD LNDG WHERE I WOULD USE A GND LOOP AS A LAST RESORT TO AVOID OBSTACLES. I DID NOT INTENTIONALLY GND LOOP, BUT FEEL NATURAL REACTIONS MAY HAVE DONE IT TO PREVENT COLLISION WITH FENCE, PWR POLE. NO PLACE IS THERE PUBLISHED MINIMUM RPM FOR TKOF FOR THIS ACFT/ENG/PROB COMBINATION THAT I CAN FIND. LACK OF BRAKES FOR R SEAT IS LEGAL, BUT COMPLICATES RESPONSE.

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.