Narrative:

Local area proficiency flight. Preflight normal. Pre-takeoff engine checks normal. Engine run-up to 1;800-2;000 RPM during pre-takeoff checks; C/south propeller cycle; manifold pressure; RPM and fuel flow indication and magneto drop checks all normal. Cleared for takeoff runway X at ZZZ normal engine operation; manifold pressure/RPM/fuel flow crosschecks prior to liftoff. Normal takeoff and climb. At approximately 400-500 ft AGL; climb established and trimmed at 100 mph; engine checked; manifold pressure to 25 inches; RPM reduced to 2;500 FPM; fuel flow reduced to 14-15 gph per pilot operating handbook. At approximately 600 ft AGL; initiated right turn to crosswind departure to avoid class B airspace to the south. At approximately 800-1;000 ft AGL; engine sound of lower power; visual checks of RPM and fuel flow showed engine RPM and fuel flow decreasing rapidly. Mixture checked full forward; fuel boost pump low selected; no change in engine power available. Moved power lever to lower RPM and engine appeared to maintain operation at idle power; but would not respond to throttle increases. Started immediate right turn to return to airport; maintained glide speed and called ATC with 'immediate return; no power.' ATC cleared me to land on runway Y; additional traffic departing runway X opposite direction parallel runway. I reported departing traffic in sight. ATC called departing traffic to warn them of my returning aircraft. Departing aircraft reported returning aircraft in sight. Altitude and distance from the airport permitted a normal engine idle glide; left base and final approach and normal landing on runway Y. Cleared runway per ATC and taxied back to airport engine run-up area. Aircraft engine operated normally during low power taxi to run-up area. Increased power to 2;000 RPM. Within 2 minutes the engine lost power; RPM and fuel flow decreased; required idle power and fuel boost pump low to keep the engine running. Returned aircraft to parking for inspection. Human performance considerations: pilot's immediate trained reaction to engine power loss; mixture full rich; last lever touched before engine power loss; fuel boost pump on; pitch for airspeed; turn toward the airport. Pilot training received with high performance aircraft from a downwind traffic pattern position; simulated engine loss and 180 degree downwind to final landing with no power. Illustrates high descent rates possible and immediate decision making required. Pilot holds CFI/glider rating and instructs glider pilots for emergency low altitude return to the airport per glider pilot practical test standards. Pitch for airspeed and coordinated turns. Glider training for evaluating altitude required and descent rates to determine distance needed to cover a given ground distance based on current performance. High performance aircraft had gained altitude quickly close in to the airport; and with the immediate turn toward the airport at first indication of a problem kept the aircraft within safe power-off glide of the airport runways. Quick reaction by local ATC to assign closest open runway available focused pilot's attention on a runway and lessened in cockpit decision required to pick a runway or landing area. ATC also kept all aircraft informed and confirmed each had the other in sight.

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Original NASA ASRS Text

Title: A T41-B pilot experienced loss of power shortly after takeoff and chose to turn back and land opposite direction on his takeoff runway.

Narrative: Local area proficiency flight. Preflight normal. Pre-takeoff engine checks normal. Engine run-up to 1;800-2;000 RPM during pre-takeoff checks; C/S propeller cycle; manifold pressure; RPM and fuel flow indication and magneto drop checks all normal. Cleared for takeoff Runway X at ZZZ normal engine operation; Manifold Pressure/RPM/Fuel flow crosschecks prior to liftoff. Normal takeoff and climb. At approximately 400-500 FT AGL; climb established and trimmed at 100 MPH; engine checked; manifold pressure to 25 inches; RPM reduced to 2;500 FPM; fuel flow reduced to 14-15 GPH per Pilot Operating Handbook. At approximately 600 FT AGL; initiated right turn to crosswind departure to avoid Class B airspace to the south. At approximately 800-1;000 FT AGL; engine sound of lower power; visual checks of RPM and fuel flow showed engine RPM and fuel flow decreasing rapidly. Mixture checked full forward; fuel boost pump low selected; no change in engine power available. Moved power lever to lower RPM and engine appeared to maintain operation at idle power; but would not respond to throttle increases. Started immediate right turn to return to airport; maintained glide speed and called ATC with 'immediate return; no power.' ATC cleared me to land on Runway Y; additional traffic departing Runway X opposite direction parallel runway. I reported departing traffic in sight. ATC called departing traffic to warn them of my returning aircraft. Departing aircraft reported returning aircraft in sight. Altitude and distance from the airport permitted a normal engine idle glide; left base and final approach and normal landing on Runway Y. Cleared runway per ATC and taxied back to airport engine run-up area. Aircraft engine operated normally during low power taxi to run-up area. Increased power to 2;000 RPM. Within 2 minutes the engine lost power; RPM and fuel flow decreased; required idle power and fuel boost pump low to keep the engine running. Returned aircraft to parking for inspection. Human performance considerations: Pilot's immediate trained reaction to engine power loss; mixture full rich; last lever touched before engine power loss; fuel boost pump on; pitch for airspeed; turn toward the airport. Pilot training received with high performance aircraft from a downwind traffic pattern position; simulated engine loss and 180 degree downwind to final landing with no power. Illustrates high descent rates possible and immediate decision making required. Pilot holds CFI/Glider rating and instructs glider pilots for emergency low altitude return to the airport per Glider Pilot Practical Test Standards. Pitch for airspeed and coordinated turns. Glider training for evaluating altitude required and descent rates to determine distance needed to cover a given ground distance based on current performance. High performance aircraft had gained altitude quickly close in to the airport; and with the immediate turn toward the airport at first indication of a problem kept the aircraft within safe power-off glide of the airport runways. Quick reaction by local ATC to assign closest open runway available focused pilot's attention on a runway and lessened in cockpit decision required to pick a runway or landing area. ATC also kept all aircraft informed and confirmed each had the other in sight.

Data retrieved from NASA's ASRS site as of April 2012 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.