Accident Details
On February 16, 2023, about 1431 eastern standard time, a Piper PA-28-181, registration N103AV, was substantially damaged during a forced landing at Dekalb-Peachtree Airport (PDK), Atlanta, Georgia. The flight instructor sustained serious injuries and the student pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.
Pilot Reports
According to the student pilot, he and the flight instructor conducted a preflight inspection, start up, taxi, and engine run-up, which included two checks of the carburetor heat system. After receiving takeoff clearance, they began the takeoff roll on runway 21R. Following rotation, while about 200 ft above ground level, the engine started to sputter. The flight instructor took over control of the airplane as the engine lost total power. The instructor stated that after the engine lost total power, he initiated a left turn to avoid colliding with structures.
Impact and Damage
The airplane impacted the ground on the right side of runway 3R. The fuselage and wings sustained substantial damage.
Engine Examination
Postaccident examination of the engine revealed that internal and valvetrain continuity was established when the crankshaft was rotated by hand. Cylinders examined with a lighted borescope showed no anomalies. The fuel inlet screen and fuel filter were examined and no debris was noted. The carburetor was disassembled, residual fuel was present in the carburetor bowl, and no anomalies were found. The engine-driven fuel pump functioned normally when actuated by hand. The engine oil, oil filter, and oil pickup screen were all free of debris. Both magnetos produced spark at all towers.
Engine Data Monitor
Data from an Electronics International MVP-50P engine data monitor, recorded from 1419 to 1434, showed that carburetor temperature decreased to 40°F and then increased twice before takeoff. During the takeoff, engine rpm increased to 2,600 and carburetor temperature decreased to 38°F for about one minute. Fuel flow increased, surged three times, then decreased to zero. For most of the accident flight, engine rpm remained around or below 1,500, except for two increases to 2,000 rpm and 2,600 rpm, respectively.
Weather and Icing Conditions
At 1444, the weather reported at PDK included a temperature of 23°C and a dew point of 14°C, yielding a relative humidity of 57%. Review of the icing probability chart in FAA Special Airworthiness Information Bulletin CE-09-35 indicated that the atmospheric conditions at the time of the accident were conducive to serious icing at glide (idle) power.
Advisory Circular Guidance
FAA Advisory Circular 20-113 notes that to prevent accidents due to induction system icing, pilots should regularly use carburetor heat under conditions conducive to atmospheric icing and remain alert for indications of induction system icing during takeoff and climbout, especially when relative humidity exceeds 50% or visible moisture is present.
Probable Cause
No probable cause was stated in the source document.