Background
On September 3, 2017, about 0920 eastern daylight time, a Piper PA-32R-300, registration N544DG, was substantially damaged when it collided with water during takeoff at Merritt Island Airport (KCOF), Merritt Island, Florida. The private pilot and three passengers were not injured. The personal flight was conducted under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and a visual flight rules flight plan was filed for the planned flight to Marsh Harbour International Airport (MYAM), Marsh Harbour, Bahamas.
Takeoff and Accident
The pilot reported that before the flight, he fueled the airplane with 80 gallons of 100-low-lead aviation gasoline. He completed a preflight inspection and engine run-up with no anomalies noted. Although the automated surface observation system reported wind from 350° at 5 knots, the pilot stated the wind was light and variable at the time of the accident. An airplane was in the airport traffic pattern using runway 11, so the pilot elected to depart in that direction. The pilot initially stated that he extended the flaps "two notches" and rotated at 80 knots, about two-thirds down the 3,601-foot asphalt runway. He later stated that the flaps were retracted during the takeoff attempt.
Witness and Video
A witness, a flight instructor at a fixed-base operator, observed the accident takeoff from near a hangar. The witness noted that the airplane used more ground roll than typical; it did not rotate until about 2,300 feet down the runway. The nose initially pitched up about 5°, and the airplane climbed about 20 to 30 feet above ground level. As it approached trees, the nose pitched up about 15° and the left wing dropped, consistent with a stall. The witness added that the pilot initially reported the engine "quit," but the witness heard engine noise throughout the takeoff until impact. Review of airport surveillance video showed the airplane had not lifted off as it traveled off the right side of camera view, about 600 feet before the departure end of the runway.
Wreckage Examination
Examination by a Federal Aviation Administration inspector revealed no preimpact mechanical malfunctions. The inspector rotated the propeller and confirmed crankshaft, camshaft, and valve train continuity to the rear accessory section. During rotation, saltwater was observed emitting from the exhaust. The inspector did not attempt a test run because saltwater remained in the engine and had corroded one of the magnetos.
Weight and Weather
The pilot provided weights of occupants and baggage and estimated 75 gallons of fuel onboard at takeoff. Based on this information, the airplane was about 117 lbs below its maximum takeoff weight of 3,600 lbs. The witness estimated 12 bags onboard, with combined weight more than double the 100 lbs reported by the pilot; however, the bags were wet after the accident and could not be accurately weighed. Additionally, the airplane held a total of 94 gallons of usable fuel, and the exact fuel load during takeoff could not be determined. The recorded weather at an airport about 8 miles southeast at 0853 was: wind from 330° at 6 knots; visibility 10 miles; few clouds at 6,500 ft; temperature 26°C; dew point 24°C; altimeter 30.09 inches of mercury. Review of the pilot's operating handbook for the make and model indicated that at 80°F, flaps retracted, 3,600 lbs, with a 3-knot tailwind at sea level, the airplane required about 2,900 feet to clear a 50-foot barrier, assuming a liftoff speed of 64 knots and a barrier speed of 69 knots.