According to the student pilot, he and the flight instructor conducted a preflight inspection, start-up, taxi, and engine run-up of the Piper PA-28-181, which included two checks of the carburetor heat system.
Once they received their takeoff clearance, they began the takeoff roll on Runway 21R at Dekalb-Peachtree Airport (KPDK) in Atlanta and, after rotation while around 200 feet above ground level, the engine started to “sputter.”
The CFI took control of the airplane as the engine lost total power.
The flight instructor told investigators that after the engine lost total power, he initiated a left turn to avoid colliding with structures.
The airplane hit the ground on the right side of Runway 3R, resulting in substantial damage to the fuselage and wings.
The flight instructor sustained serious injuries and the student pilot sustained minor injuries in the crash.
Data downloaded from an Electronics International MVP-50P engine data monitor indicated that carburetor temperature decreased to 40°F and then increased twice before the takeoff. Then, during the takeoff, the RPM increased to 2,600 and the carburetor temperature decreased to 38°F for about a minute.
At the same time, the fuel flow increased, surged three times, and then decreased to 0. Furthermore, the engine RPM remained around or below 1,500 rpm for the majority of the flight except two times, when the RPM increased to 2,000 and 2,600 rpm.
The weather reported at KPDK at the time of the accident included a temperature of 23°C and a dew point of 14°C. The calculated relative humidity at this temperature and dew point was 57%.
Review of the icing probability chart contained within FAA Special Airworthiness Information Bulletin CE-09-35 revealed the atmospheric conditions at the time of the accident were “conducive to serious icing at glide idle power.”
According to FAA Advisory Circular (AC) 20-113: “To prevent accidents due to induction system icing, the pilot should regularly use carburetor heat under conditions known to be conducive to atmospheric icing and be alert at all times for indications of icing in the fuel system.”
The AC recommended that when operating in conditions where the relative humidity is greater than 50%, “…apply carburetor heat briefly immediately before takeoff, particularly with float type carburetors, to remove any ice which may have been accumulated during taxi and run-up.”
It also stated, “Remain alert for indications of induction system icing during takeoff and climb-out, especially when the relative humidity is above 50%, or when visible moisture is present in the atmosphere.”
Probable Cause: The flight instructor’s failure to effectively utilize carburetor heat, which resulted in a total loss of engine power during initial climb due to carburetor ice that formed during the engine run-up and taxi.
NTSB Identification: 106743
To download the final report. Click here. This will trigger a PDF download to your device.
This February 2023 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
