PA-28 pilots reported while climbing to avoid turbulence the aircraft experienced an engine malfunction which resulted with a landing at the nearest airfield.
Synopsis
PA-28 pilots reported while climbing to avoid turbulence the aircraft experienced an engine malfunction which resulted with a landing at the nearest airfield.
Narrative
VFR Part 91 operated flight from ZZZ1 to ZZZ2 in a Piper Cherokee PA28A. Safety pilot was myself. A standard weather briefing was attained via ForeFlight before the flight commenced. All items required by 14 CFR § 91.103 were complied with and discussed between both crew members.The pilot flying commenced takeoff out of ZZZ1 and shortly after rotation; operated under simulated instrument conditions by means of a view limiting device. Myself; served as a safety pilot for the flight. I attained VFR flight following for the flight with ZZZ Approach (TRACON ZZZ). ATC requested our planned route of flight for the day; I provided them with the following: ZZZ1; ZZZZZ; ZZZ [VOR]; ZZZ2 with a cruise altitude of 7;500 MSL. Initially; the flight was uneventful flowing normal climb and cruise procedures tracking our route of flight.Approximately an hour into cruise; near 15NM east of ZZZ [VOR] we started to experience light to occasional moderate turbulence. I requested for ride reports along our route of flight from ZZZ Center (ARTCC ZZZ). ZZZ Center informed us that an aircraft ahead at 9;500 MSL said there were smooth conditions. Discussing with the pilot flying; we decided to amend our planned flight and climb and cruise at 9;500 MSL and informed ATC of our intentions. At this time; due to the updrafts and downdrafts of the associated weather; we were around 8;100 MSL.Around XA:17; the pilot flying introduced full power to start the climb. At XA:22 crossing through 9;100 MSL; reduced RPM on the tachometer and engine roughness were observed. I; as the safety pilot; ordered to take control and now be the active pilot flying. After running a brief number of memory items to troubleshoot the issue; I [requested priority handling] with a call to ZZZ Center. I informed ZZZ Center of our intentions to turn left direct to ZZZ [VOR]. At this time; our location was directly overhead ZZZ. ATC informed us of our location relative to ZZZ; given the distance from ZZZ [VOR] (approximately 60NM east of this airfield); I committed to ZZZ as our best landing point. The pilot monitoring was able to remove the view limiting device and assist with the problem. I delegated the checklist and action items to them.Working through the available checklists and further investigation of the digital engine instruments; we determined that cylinder number two (of four) was inoperative. I relayed this information to ATC. I requested equipment to our location and for aircraft to be brought overhead to relay our radio calls to Center when we continued our descent to ZZZ. Discussing with the pilot monitoring; we agreed that they; being the aircraft owner with several hundred hours in this exact aircraft; had a better landing proficiency than myself. I continued to orbit over ZZZ with our partial engine power and transferred controls to the owner as we discussed.On downwind of Runway XX; we lost radar and radio coverage from ZZZ Center; the aircraft above us was able to relay our calls. The now pilot flying was able to land on the paved runway surface of the airport. They secured the engine. I communicated to the aircraft overhead that all occupants are unharmed and that there is no damage to other property or the structure of the aircraft. I requested that we can de-escalate and recall all equipment. I then requested a contact phone number with ZZZ Center.I followed up with a phone call to the provided cell phone number to confirm the situation. ATC confirmed this information and marked the conclusion of the flight.
Second reporter narrative
VFR Part 91 operated flight from ZZZ1 to ZZZ2 in a Piper Cherokee PA28A. Pilot flying was myself; Person B. Safety pilot was Person A.A standard weather briefing was attained via ForeFlight before the flight commenced. All items required by 14 CFR § 91.103 were complied with and discussed between both crew members. The pilot flying (myself) commenced takeoff out of ZZZ1 and shortly after rotation; operated under simulated instrument conditions by means of a view limiting device. Person A served as a safety pilot for the flight.Person A attained VFR flight following for the flight with ZZZ Approach (TRACON ZZZ). ATC requested our planned route of flight for the day; he provided them with the following: ZZZ1; ZZZZZ; ZZZ [VOR]; ZZZ2 with a cruise altitude of 7;500 MSL. Initially; the flight was uneventful following normal climb and cruise procedures tracking our route of flight.Approximately an hour into cruise; near 15NM east of ZZZ [VOR] we started to experience light to occasional moderate turbulence. Person A requested for ride reports along our route of flight from ZZZ Center (ARTCC ZZZ). ZZZ Center informed us that an aircraft ahead at 9;500 MSL said there were smooth conditions. Discussing with me; we decided to amend our planned flight and climb and cruise at 9;500 MSL and informed ATC of our intentions.At this time; due to the updrafts and downdrafts of the associated weather; we were around 8;100 MSL. Around XA:17; I introduced full power to start the climb. At XA:22 crossing through 9;100 MSL; reduced RPM on the tachometer and engine roughness were observed. Person A; as the safety pilot; ordered to take control and now be the active pilot flying.After running a brief number of memory items to troubleshoot the issue; Person A [requested priority handling] with a call to ZZZ Center. He informed ZZZ Center of our intentions to turn left direct to ZZZ [VOR]. At this time; our location was directly overhead ZZZ. ATC informed us of our location relative to ZZZ; given the distance from ZZZ [VOR] (approximately 60NM east of this airfield); we committed to ZZZ as our best landing point.I; now acting as pilot monitoring; was able to remove the view limiting device and assist with the [problem]. I ran the checklist and action items. Working through the available checklists and further investigation of the digital engine instruments; we determined that cylinder number two (of four) was inoperative.Person A relayed this information to ATC. He requested equipment to our location and for aircraft to be brought overhead to relay our radio calls to Center when we continued our descent to ZZZ. Discussing with me; we agreed that I; being the aircraft owner with several hundred hours in this exact aircraft; had a better landing proficiency than Person A. Person A continued to orbit over ZZZ with our partial engine power and transferred controls to me as we discussed.On downwind of Runway XX; we lost radar and radio coverage from ZZZ Center; the aircraft above us was able to relay our calls. I was able to land safely on the paved runway surface of the airport and taxi to parking. I secured the engine. Person A communicated to the aircraft overhead that all occupants are unharmed and that there is no damage to other property or the structure of the aircraft. He requested that we can de-escalate the situation. He then requested a contact phone number with ZZZ Center. He followed up with a phone call to the provided cell phone number to confirm the situation. ATC confirmed this information and marked the conclusion of the flight.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.