Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Student
Human factors: Troubleshooting; Training / Qualification
Second reporter function: Pilot Flying; Instructor
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We got the key for Aircraft X. I executed the pre-flight on Aircraft X; the passenger also did a second pre-flight on the aircraft after I was done. We executed the pre-flight using the checklist and determined the aircraft was safe to fly. The CFI then did a pre-flight of the aircraft and we all determined the aircraft was safe to fly. We all got on board. I started my before starting checklist including a passenger brief. We continued following the checklist and taxied to the run-up area and we did the run-up checklist. The right magneto showed a drop of 110 RPM; and the left magneto a drop of 100 RPM. Everything was within the standards. We asked Ground for an East departure; they assigned XXR via taxiway C and A. While on taxiway C we ask the ground if we could take off from runway XY since the winds were [favoring that runway]. We held short of runway XY and executed the before TO (Takeoff) checklist completely. We did a thorough takeoff briefing like before every departure. The tower cleared us for takeoff. We were monitoring the RPM as well as the fuel flow. Everything was within standards. We executed a short-field TO with 2 notch of flaps. We started our roll; we rotated and stayed in ground effect. Upon reaching 63 kts we left ground effect and started our climb. After passing 100 ft I retracted the first notch of flaps. After reaching 65 kts I retracted the 2nd of flaps at around 160 ft and maintained positive rate of climb. Shortly after; we noticed an engine roughness with no RPM drops. The CFI took the controls. At that time; we were at 260 ft. He made sure the mixture was full rich with the throttle in full with the fuel selector full on the tank. Shortly after we had another engine roughness with RPM drop we applied carburetor heat and informed the tower. We looked for a safe place to land; the tower cleared us for runway XXR. While on downwind the RPM kept dropping and climbing. After the 3rd time the RPM completely dropped; we informed the tower that we needed to land and turned right maintaining 260 ft. We found a field on the right and decided to land on the road just South of the airport. On final the RPM raised again and upon touchdown the engine completely quit. We landed safely on the access road without sustaining any damage to the aircraft or any injuries to the souls on board. We then applied full brakes; and came to a full stop. Tower told us to keep monitoring the frequency until the fire trucks got to us. We secured the aircraft and waited until the first responders got on the scene.


Second narrative: We picked up the [keys] for Aircraft X walked to the aircraft; left my headsets in the aircraft and came out of the aircraft and did the complete preflight around the aircraft as everything was good jumped into the aircraft. PIC made the passenger brief. As a person was passing by the side of the aircraft; waited until she cross us completely and as I confirmed she moved to next aircraft; we made shout - Clear Props and confirming no one there around us with the strobe lights on cranked the engine to start. We waited for the PFD and MFD to come up; making sure the PA28-161 on PFD and as MFD comes up made sure the available fuel (Full tank - 48 Gal) is set. Then we cross checked with GPS 1 & 2 communicating with MFD; then we got the ATIS information for the airport and set the altimeter setting and made sure altimeter is within 75ft. PIC passed controls to me in order to check the brakes; by calling 3 way communication. As I took the controls; making sure left; right and center is cleared added throttle to move the aircraft and as the aircraft started moving brought the throttle to idle and checked my breaks. As my brakes were good I passed the control to PIC with 3 way calls; then he made sure left; right and center is clear; he added throttle and as aircraft starts moving he brought the throttle to idle and checked his breaks and announced his breaks are good. Then clearing all sides added throttle to taxi to runup area by maintaining centerline and maintaining within 3 kts in the ramp. Initially made left turns and cross checked with magnetic compass; attitude indicator and turn indicator continued taxing. As we noticed another aircraft was coming out of the ramp we stopped for the aircraft to pass; Cessna was also coming out of the ramp; they let us pass before them so we moved before them and stopped for runup in the runup area with nose wheel straight and parking brakes ON. Both PIC and I were having our feet on the parking breaks. PIC started the runup with the runup checklist turning on the timer for the fuel tank; switching the fuel tank to left; also checked for all the instruments including engine instruments - Airspeed zero; Attitude no deflection; Alt within 75ft; heading aligned with magnetic compass and all engine instruments were green. Followed by that checked all the flight controls and flight controls were good. Then put mixture to full; rpm to 2000; we checked the magnetos - Left dropped to 100 and Right dropped to 110. Then putting back to both mags; checked the alternator by turning OFF the alternator switch; Lights came OFF on the panel and noticed discharge; as we put the alternator switch ON - Lights went OFF and showed charging. Applied carb heat & noticed drop in rpm about 1980; then cut the throttle to idle; engine did not quit and put the carb heat off & made fast idle to 1000 rpm. Called the ground controller for East departure; we got the taxi clearance to runway XXR through taxiway A & C; while taxiing contacted the ground and requested for runway XY as winds was [favoring XY] @ 15kts. Ground controller amended the clearance from runway XXR to runway XY through taxiway A & C. Noticed an aircraft was doing runup near runway XY @ taxiway A. we had enough clearance to taxi to hold short line to runway XY so we proceed to hold short line and stopped before the hold short line for runway XY and kept the rpm 1000 (fast idle). Did takeoff checklist making sure all instruments are good and all controls are working; did the departure briefing for any emergency situations. As we got the clearance to takeoff from runway XY and proceed for East departure; As we were planning to do soft field takeoff set the flaps to 2nd notch; with yoke completely back without use of breaks moved slowly to the runway XY and aligned with centreline. As power was added I monitored all the engine instruments were green; and once got the ground effect started maintaining ground effect. At 63 kts started the rotation and as crossed 100 ft dropped one notch of flaps down and at 160 ft with positive rate of climb took the 2nd notch off flaps and maintaining the climb. As we were in the upwind we experienced engine roughness at 240 ft without rpm drop. I took control and made sure full mixture; full throttle also checked the fuel selector in fully locked to the left tank and before applying carb heat we had the roughness again and rpm was dropping to 1460 at 265 ft. Immediately informed tower and they asked for how many souls on board; I replied 3 souls on board to the tower. Tower cleared us for runway XXR also we started looking for the best place to land in case of complete drop of rpm; rpm was came back to 2540. While trying to climb to gain altitude rpm dropped again within 3 to 5 sec. We made the turn to downwind maintaining the airspeed 65-70 kts we couldn't able to climb and rpm dropped again and came back with in few seconds. And came back and dropped again in downwind and came up again to 2540 and dropped to 1280 and rmp wasn't coming up so informed tower that we are landing to the south of [the] airport. As we turned towards east to land on the access road were no people or no car. Upon our touchdown engine stopped rotation; applied breaks and stopped the aircraft with no injuries to the people on board and no damage to aircraft. Informed tower immediately and tower enquired about the safety of the people and asked as to remain in the frequency until emergency team coming to the spot. Turned off all switches and let the battery ON to keep communicating with tower. I asked the PIC to stay on frequency and called Manager over phone. Upon [law enforcement's] arrival they asked one to monitor frequency and asked me to explain it. Upon emergency teams arrival all vacated the aircraft after securing the engine.

Second callback: Mr. Singh; flight instructor; indicated that a determination for the engine failure has not yet been available.

Synopsis: PA28 flight instructor and students; reported erratic engine performance before engine failure; resulting in an off airport landing.