On March 21, 2000, about 1620 central standard time, a Piper PA-28-140, N6684J, registered to Romac, Inc., crashed while making a forced landing following loss of engine power during takeoff from Ocean Springs Airport, Ocean Springs, Mississippi, while on a Title 14 CFR Part 91 personal flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was destroyed and the private rated pilot received minor injuries. The flight was originating at the time of the accident. The pilot stated that while climbing through 200 feet after takeoff from runway 17, the engine lost power abruptly. A few seconds later the engine regained power. He continued the climb and the engine again lost power and then regained some power, but less than 2,000 rpm. He turned back to the airport and lined up with runway 35. Altitude was now about 60 feet, and the engine lost the little power it had. The aircraft stalled and fell to the ground on the runway. The aircraft bounced into the air and traveled to the east, colliding with power lines and a pole. The left wing was sheared and the aircraft hit the ground. A fire erupted during the last impact, and as the aircraft came to rest, the pilot exited the aircraft. A witness observed the aircraft climbing through 50-75 feet after takeoff and heard the quit for a second and then regain power. The aircraft continued to climb to between 200-300 feet and then circled to the east turning back to the airport. The aircraft cleared the trees near the airport and now had clear passage to the airport. Directly over the south end of the airport, at about 75 feet, the pilot initiated a very steep right bank of 45-55 degrees. This allowed the pilot to line the aircraft up with the grass adjacent to the runway. Suddenly, the pilot seemed to make a last minute attempt to steer the aircraft towards the runway to his right. A burst of engine power was heard as the pilot made this maneuver. The aircraft crossed the runway at approximately a 30-degree angle to the runway heading. It appeared the right wing tip scrapped the runway surface which then careened the aircraft into a high right wing position. The aircraft also gained about 20-30 feet of altitude. The aircraft then impacted the power lines which run parallel to a road adjacent to the airport. The aircraft slid down the power lines and the left wing folded over the east airport fence. The aircraft came to rest and instantly, there was a small fire in the engine compartment. About 1 minute later the left wing burst into flames and within 2-3 minutes the right wing was in flames. (See witness statement). Postcrash examination of the aircraft and engine by an FAA inspector showed the postcrash fire had burned the engine, firewall, fuselage, left wing, and some of the right wing. Disassembly of the engine showed the camshaft, crankshaft, valves, bearings, pistons, rings, valve lifters, pushrods and gears appeared normal. Continuity was confirmed within the engine assembly. One exhaust manifold had a crack attributed to impact damage. The induction system was destroyed by fire. The magnetos and ignition harnesses were burned. The spark plugs had a normal appearance. The engine fuel pump was burned. All fuel lines were destroyed by fire. The carburetor was burned. The inlet throat was free of foreign objects and the throttle valve was full open. The mixture was full rich. The remains of the carburetor floats show they were made of composite material. Postcrash compression testing of the cylinders prior to engine disassembly showed Nos. 2 and 3 cylinders would not produce compression and were leaking past the exhaust valves. This was attributed to impact and fire damage. No significant abnormalities were observed during the engine disassembly. (See FAA Inspector statement). Logbook records showed the engine was overhauled on November 1, 1997, 253 flight hours before the accident. The engine was last inspected on January 7, 2000, 51 flight hours before the accident. (See logbook records).