Narrative:

I picked up the aircraft from [a service center] located at ZZZ. I performed a thorough preflight and departed ZZZ to the southwest headed for ZZZ1. The flight was approximately 1 hour with maneuvering and operated flawlessly with no issues. Approximately 1 hour later I departed ZZZ headed for ZZZ2. This flight was approximately 2 hours and as well was flawless with absolutely no issues. I fueled at ZZZ2 self-serve avgas pump with about 21 gallons. After performing a pre-flight inspection I departed back to ZZZ. Upon departure I began a gradual climb at about 250 FPM on a runway heading. At about 3100 feet MSL the engine went to what I perceived as idle or about 1000 rpms. I ran through the emergency checklist and hit nearest suitable airport on the GPS which said ZZZ2 behind me. I began a gradual left turn to head back to the airport while trouble shooting the engine issue and establishing the best glide speed of 76 knots airspeed. When I looked at the distance to ZZZ2 it was 5.9 NM and I knew I could not make it with the altitude I had. I looked for a suitable landing location and choose a field to my right that I felt was my only option. Once I felt I had made the field I put in all the flaps and performed a successful no power landing. I then inspected the plane for any damage and began to look for the source of the problem; I manually checked the fuel in both tanks and at the engine drain and it appeared to be clean 100 octane low level with no deficiencies. I then removed the cover and started the engine while holding the brakes and slowly pushed up the throttle at about 2000 RPM the engine acted as if it was not getting fuel and began to lose RPM almost immediately. After calling [the service center] I found a ride home and drove back. I flew back to ZZZ2 with [someone from the service center] and we got a ride to the field where the plane was located. We pulled the upper and lower engine covers and inspected the engine top to bottom. After determining everything was as it should be we started the engine and as I increased the throttle the engine began to die as if starving for fuel within a minute or so. We then shut it down and inspected the engine again and noticed that it had a fuel leak on the primer line that runs to 3 of the 4 cylinders. After closer inspection; we determined the line was broken near a clamp so we repaired it with a ferrules fitting. We then started the engine and ran it up to full rpm it maintained 2350 rpm for about 12 minutes with no issues. We then replaced all the engine covers and began to discuss options. We did some calculations and determined the field was more than 3000 feet long smooth low-cut grass. We discussed that we could taxi the aircraft to the high end of the field and set it up in a takeoff configuration and increase the throttle to full as if to take off but remain on the ground; to further test the engine.I taxied to the starting point and put in 1 notch of flaps then increased the throttle to full. When the aircraft wheels departed the ground; the speed increased very quickly and before I could set it back down I realized I may not have enough room to stop. The aircraft lifted off the ground and at approximately 150-175 feet AGL the engine appeared to stop or at least went to idle. I had no options for a straight ahead landing so I made a somewhat hard left turn and attempted to keep the aircraft from stalling. I cleared several obstacles and an electric pole/line. In an effort to avert the stall I pushed the nose down and impacted the ground with the front nose wheel and the aircraft slid to a stop. When I began to review my documents for the insurance claim I realized that I had inadvertently allowed my biennial flight review to expire. To avoid a situation like this in the future I would never operate an aircraft that had a problem that could not be definitively identified and corrected by a person with the appropriate credentials and I will also employ the use of additional devices (such as electronic reminder) and monitor my credentials more closely.

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Original NASA ASRS Text

Title: PA28 pilot reported engine malfunction that resulted in an emergency landing. Following corrective maintenance and subsequent testing; a second takeoff was attempted with an additional emergency landing.

Narrative: I picked up the aircraft from [a service center] located at ZZZ. I performed a thorough preflight and departed ZZZ to the SW headed for ZZZ1. The flight was approximately 1 hour with maneuvering and operated flawlessly with no issues. Approximately 1 hour later I departed ZZZ headed for ZZZ2. This flight was approximately 2 hours and as well was flawless with absolutely no issues. I fueled at ZZZ2 self-serve Avgas pump with about 21 gallons. After performing a pre-flight inspection I departed back to ZZZ. Upon departure I began a gradual climb at about 250 FPM on a runway heading. At about 3100 feet MSL the engine went to what I perceived as idle or about 1000 RPMs. I ran through the emergency checklist and hit nearest suitable airport on the GPS which said ZZZ2 behind me. I began a gradual left turn to head back to the airport while trouble shooting the engine issue and establishing the best glide speed of 76 knots airspeed. When I looked at the distance to ZZZ2 it was 5.9 NM and I knew I could not make it with the altitude I had. I looked for a suitable landing location and choose a field to my right that I felt was my only option. Once I felt I had made the field I put in all the flaps and performed a successful no power landing. I then inspected the plane for any damage and began to look for the source of the problem; I manually checked the fuel in both tanks and at the engine drain and it appeared to be clean 100 Octane Low Level with no deficiencies. I then removed the cover and started the engine while holding the brakes and slowly pushed up the throttle at about 2000 RPM the engine acted as if it was not getting fuel and began to lose RPM almost immediately. After calling [the service center] I found a ride home and drove back. I flew back to ZZZ2 with [someone from the service center] and we got a ride to the field where the plane was located. We pulled the upper and lower engine covers and inspected the engine top to bottom. After determining everything was as it should be we started the engine and as I increased the throttle the engine began to die as if starving for fuel within a minute or so. We then shut it down and inspected the engine again and noticed that it had a fuel leak on the primer line that runs to 3 of the 4 cylinders. After closer inspection; we determined the line was broken near a clamp so we repaired it with a ferrules fitting. We then started the engine and ran it up to full rpm it maintained 2350 rpm for about 12 minutes with no issues. We then replaced all the engine covers and began to discuss options. We did some calculations and determined the field was more than 3000 feet long smooth low-cut grass. We discussed that we could taxi the aircraft to the high end of the field and set it up in a takeoff configuration and increase the throttle to full as if to take off but remain on the ground; to further test the engine.I taxied to the starting point and put in 1 notch of flaps then increased the throttle to full. When the aircraft wheels departed the ground; the speed increased very quickly and before I could set it back down I realized I may not have enough room to stop. The aircraft lifted off the ground and at approximately 150-175 feet AGL the engine appeared to stop or at least went to idle. I had no options for a straight ahead landing so I made a somewhat hard left turn and attempted to keep the aircraft from stalling. I cleared several obstacles and an electric pole/line. In an effort to avert the stall I pushed the nose down and impacted the ground with the front nose wheel and the aircraft slid to a stop. When I began to review my documents for the insurance claim I realized that I had inadvertently allowed my Biennial Flight Review to expire. To avoid a situation like this in the future I would never operate an aircraft that had a problem that could not be definitively identified and corrected by a person with the appropriate credentials and I will also employ the use of additional devices (such as electronic reminder) and monitor my credentials more closely.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.