Piper PA-28-180 accident near Gaithersburg, Maryland, August 23, 2014

The NTSB's narrative final · quoted from the NTSB record

The pilot reported that, before departing with full fuel tanks, he performed an engine run-up with no discrepancies noted. After taxiing the airplane onto the runway, the pilot applied partial power and then released the brakes. He then added full power, and the engine developed full power, the airplane accelerated normally, and all of the instruments were indicating normal. The pilot reported that the takeoff roll seemed normal. The airplane lifted off, and, when it reached about 100 ft above ground level, the engine surged once, which the pilot stated sounded similar to when the fuel-to-air ratio was leaned before shutdown. The pilot subsequently leveled off the airplane, and the engine operated normally and did not surge again. He continued the flight aware that there was insufficient runway remaining to land and allowed the airplane to accelerate and then climb. After the airplane ascended another 100 ft, the engine quit suddenly. At that point, due to trees, houses, and a road ahead, he decided to try to return to the airport. He attempted to troubleshoot the engine problem, including switching fuel tanks, but his actions did not restore engine power. He turned left toward an area north of the runway, and, at some point, he turned off the fuel selector and then bled off airspeed. The airplane impacted the ground with the left wing first followed by the left main landing gear. The pilot stated that he believed he was in controlled flight at the time of impact and that he had not stalled the airplane; this statement was corroborated by the stall warning light bulb filament not being stretched. Impact damage to the crankshaft precluded an engine test run; however, examination of the engine and engine systems revealed no evidence of preimpact mechanical failure or malfunction. Examination of the fuel supply and fuel vent systems revealed no evidence of blockage, and the fuel selector tested satisfactorily. Data from the engine monitoring device showed a sharp decrease in fuel flow, followed by a slight increase, then another sudden decrease; however, the reason for the erratic fuel flow rate, which likely led to fuel starvation, could not be determined. Although the environmental conditions at the time of the accident were favorable for serious carburetor icing at glide power or reduced power settings, the pilot reported that the engine developed full power during the takeoff; therefore, it is unlikely that carburetor icing resulted in the interruption of the fuel flow.

The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.