Narrative:

GA flight instructor reported an engine failure at 100 feet in an aircraft just out of maintenance. The [aircraft had] a full annual inspection and a 0 smoh (since major overhaul) engine. About 2 months later; the aircraft was complete and the student needed an instructor to help him fly the aircraft back to his home field. I offered to help him with the flight. When we arrived to pick the aircraft; the work had been complete. It had not flown since the maintenance; so we intended to fly for 30 minutes in the pattern and check for oil leaks before departing on our flight.during the preflight; the rudders would not move. Upon inspection; there were wooden blocks in back of the pedals that supposedly were used for aligning the rudder. After those were removed; we taxied out. On run up; the engine failed to produce sufficient power and ran so rough as not to pass the check. We didn't even get to check the magnetos. Upon return to the hangar; I proceeded to remove my flight gear from the aircraft figuring flying was done. The mechanic removed the cowling and said that he believed that oil had fouled the plugs from previous runs as the rings had not set yet. He removed the #1 spark plug on the forward right cylinder and said it had oil on it and proceeded to blow it clean. After reinstalling the plug; he ran up the engine. I mentioned that he and the owner could test fly the aircraft while I remained at the FBO. The mechanic mentioned his BFR had expired and was unable to fly with the owner. I ended up back in the aircraft with the mechanic as the pilot flying in the left seat.upon taxi out; he said he needed to keep the power very high and ride the brakes to prevent fouling again. At the departure end of [the runway]; he did not stop to do a run-up; yet proceeded to take the runway and begin his takeoff. I should have stopped him right then and there and taxied back to the gate as I was technically PIC with his BFR expired. I had my doubts about his maintenance explanations and expected we would do a run up as I had prior. At this point the engine was running fine with the higher power.all seemed normal on the takeoff run until we reached about 100 feet AGL. At that point the engine failed suddenly and we immediately began a straight ahead forced landing on the remaining runway. The mechanic did a good job of getting the nose down and putting it on the remaining portion of the 5500 foot runway. I was ready to take control if needed; but the mechanic had much more time in the grumman than myself and felt he was handling the situation well and didn't need to transfer control at that point.we touched done a bit hard with less than 1000 feet remaining on the runway and turned off at the taxiway on the end but didn't quite clear the runway hold short line. We turned off the ELT which activated; and pushed the aircraft clear of the hold line. No other aircraft were in the pattern at the time. We chalked the aircraft and the mechanic went back to the hangar to get the tug.

Related reports:

Google
 

Original NASA ASRS Text

Title: GA flight instructor reported an engine failure at 100 feet in an aircraft just out of maintenance.

Narrative: GA flight instructor reported an engine failure at 100 feet in an aircraft just out of maintenance. The [aircraft had] a full Annual Inspection and a 0 SMOH (Since Major Overhaul) engine. About 2 months later; the aircraft was complete and the student needed an Instructor to help him fly the aircraft back to his home field. I offered to help him with the flight. When we arrived to pick the aircraft; the work had been complete. It had not flown since the maintenance; so we intended to fly for 30 minutes in the pattern and check for oil leaks before departing on our flight.During the preflight; the rudders would not move. Upon inspection; there were wooden blocks in back of the pedals that supposedly were used for aligning the rudder. After those were removed; we taxied out. On run up; the engine failed to produce sufficient power and ran so rough as not to pass the check. We didn't even get to check the magnetos. Upon return to the hangar; I proceeded to remove my flight gear from the aircraft figuring flying was done. The mechanic removed the cowling and said that he believed that oil had fouled the plugs from previous runs as the rings had not set yet. He removed the #1 spark plug on the forward right cylinder and said it had oil on it and proceeded to blow it clean. After reinstalling the plug; he ran up the engine. I mentioned that he and the owner could test fly the aircraft while I remained at the FBO. The mechanic mentioned his BFR had expired and was unable to fly with the owner. I ended up back in the aircraft with the mechanic as the pilot flying in the left seat.Upon taxi out; he said he needed to keep the power very high and ride the brakes to prevent fouling again. At the departure end of [the runway]; he did not stop to do a run-up; yet proceeded to take the runway and begin his takeoff. I should have stopped him right then and there and taxied back to the gate as I was technically PIC with his BFR expired. I had my doubts about his maintenance explanations and expected we would do a run up as I had prior. At this point the engine was running fine with the higher power.All seemed normal on the takeoff run until we reached about 100 feet AGL. At that point the engine failed suddenly and we immediately began a straight ahead forced landing on the remaining runway. The mechanic did a good job of getting the nose down and putting it on the remaining portion of the 5500 foot runway. I was ready to take control if needed; but the mechanic had much more time in the Grumman than myself and felt he was handling the situation well and didn't need to transfer control at that point.We touched done a bit hard with less than 1000 feet remaining on the runway and turned off at the taxiway on the end but didn't quite clear the runway hold short line. We turned off the ELT which activated; and pushed the aircraft clear of the hold line. No other aircraft were in the pattern at the time. We chalked the aircraft and the mechanic went back to the hangar to get the tug.

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.