Piper PA 22-108 accident near Pearland, Texas, September 24, 2016

The NTSB's narrative final · quoted from the NTSB record

The private pilot reported that he had completed a preflight inspection and filled the fuel tanks before taxiing to the runway for takeoff. He checked his instruments and performed an engine run-up; the tachometer indicating 1,800-1,900 rpm. He checked his magnetos and carburetor heat. Everything seemed okay. He lined up on the runway and then advanced the throttle; everything seemed okay. At 65 mph, he "pulled back" and took off. About 100-200 ft agl, the pilot noticed the rpm was about 1,800 and not increasing. Additionally, the airplane was not gaining any altitude. The pilot turned back toward the airport and tried to maneuver to make an emergency landing in a rough, vegetated field. During the approach to the field, the pilot avoided a house and a barn before the left wing contacted a tree and the airplane subsequently impacted the ground nose-first. A postcrash examination of the airframe and engine at the accident site did not reveal any preimpact anomalies. The atmospheric conditions at the time of the accident were conducive to the development of light carburetor icing at cruise or descent power, or borderline serious icing at descent power. According to the airplane Owner's Manual, to takeoff, advance the throttle to full power and allow the airplane to accelerate. Apply back pressure on the control wheel to lift the nose wheel at 65 mph. Once airborne, lower the nose to climb at the best rate of climb, 75 mph. With a fixed pitch propeller, 75 percent power can be maintained up to 7,000 ft. by increasing rpm as altitude is increased The maximum continuous rpm for the airplane is 2,600. Per the engine Operator's Manual, for takeoff at performance cruise power, 75 percent rated, the rpm should be 2,350.

The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.