Narrative:

I was taking off on runway 16 (which was the taxiway due to actual runway closed). The plane was loaded with four people; luggage and 74 gallons of fuel. I had checked weight and balance and found the plane to be within the C. G. Envelope as published in the poh. The density altitude was reported at approximately 6;700 ft. Checking the performance charts for this aircraft I felt I had sufficient runway for takeoff. I cleared the traffic area and started my takeoff roll. When I reached my rotation speed the aircraft would not lift off the runway; the nose came up; but the stall warning came on. I preformed an aborted takeoff; idling the engine and dropping the nose of the plane and applied braking to slow and stop the plane. The plane had too much speed by the end of the runway; so I elected to turn slightly to my right and enter the dirt; which slowed the plane and then I turned back onto the runway and back taxied to the ramp. I was not aware that I had actually hit anything until one of my passengers mentioned it. The damage to the plane was a light scratch to the left wingtip and the left clearance light broken. A REIL light was knocked over in this action. I reported incident to the FBO and airport maintenance personnel. The clearance light was repaired. I than rechecked my calculations and decided to defuel the plane by ten gallons and one of the passengers volunteered to stay behind (320 pounds). With this reduction in weight I was able to depart with plenty of runway to spare. The lesson I learned was that at airports with high temperature and high elevation; one should apply an extra margin of safety with regard to takeoff roll; weight and balance numbers and the overall aircraft performance charts.

Google
 

Original NASA ASRS Text

Title: A PA32-260 was unable to lift off at rotation speed at a high density altitude and high gross weight. Takeoff was rejected. A runway excursion occurred with some damage to the wingtip and a runway light. A second takeoff attempt was successful with one passenger and some fuel removed.

Narrative: I was taking off on Runway 16 (which was the taxiway due to actual runway closed). The plane was loaded with four people; luggage and 74 gallons of fuel. I had checked weight and balance and found the plane to be within the C. G. envelope as published in the POH. The density altitude was reported at approximately 6;700 FT. Checking the performance charts for this aircraft I felt I had sufficient runway for takeoff. I cleared the traffic area and started my takeoff roll. When I reached my rotation speed the aircraft would not lift off the runway; the nose came up; but the stall warning came on. I preformed an aborted takeoff; idling the engine and dropping the nose of the plane and applied braking to slow and stop the plane. The plane had too much speed by the end of the runway; so I elected to turn slightly to my right and enter the dirt; which slowed the plane and then I turned back onto the runway and back taxied to the ramp. I was not aware that I had actually hit anything until one of my passengers mentioned it. The damage to the plane was a light scratch to the left wingtip and the left clearance light broken. A REIL light was knocked over in this action. I reported incident to the FBO and Airport Maintenance Personnel. The clearance light was repaired. I than rechecked my calculations and decided to defuel the plane by ten gallons and one of the passengers volunteered to stay behind (320 LBS). With this reduction in weight I was able to depart with plenty of runway to spare. The lesson I learned was that at airports with high temperature and high elevation; one should apply an extra margin of safety with regard to takeoff roll; weight and balance numbers and the overall aircraft performance charts.

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.