Narrative:

During a routine VFR departure; we experienced a sudden; rapid power loss between an estimated 2600 ft MSL to 3000 ft MSL roughly one to two miles south of the departure end of the runway. Before the power loss; the aircraft was set up into a standard climb procedure; which included the auxiliary fuel pump switched on; full power; full mixture and a climb airspeed of 79 KIAS. The fuel tank was not on the fullest tank due to making three stop and go landings and two go-arounds prior to departure however; we burned only about 30 minutes of fuel in the pattern. As described earlier; the power loss was a sudden; very rapid loss that included the engine running rough and rapidly diminishing in rpms and power. We never got a look at the exact rpms at their lowest point; but you could easily see the propeller spinning slowly. I; the instructor; took control of the aircraft and immediately started the engine failure in-flight checklist. I also instructed the student to switch the fuel selector from the left side to the right side as the fuel selector is on the student's side of the aircraft. During that period; I made a decision that we were close enough to the airport given the strong headwind; and high enough to execute a 180 degree turn back for our emergency landing. While making the turn and pitching for glide; I tuned to tower and declared an emergency. After making the turn; which resulted in a loss of an estimated 700 to 1000 ft with almost no power; the engine started running again. Once the aircraft was stabilized; I verified the checklist and saw that only partial carburetor heat was applied and therefore we added full carburetor heat; even though the engine has already started running again. We came around for a full stop landing; without any problems maintaining altitude in the pattern and were able to taxi back to the ramp under our own power. Nothing could be heard or observed abnormally with the engine during taxi nor was anything observed abnormally under the cowling once the aircraft was shutdown.

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Original NASA ASRS Text

Title: A PA28 instructor pilot reported losing power during climb. They turned back toward the airport; and normal power was restored when full carburetor heat was applied.

Narrative: During a routine VFR departure; we experienced a sudden; rapid power loss between an estimated 2600 FT MSL to 3000 FT MSL roughly one to two miles south of the departure end of the runway. Before the power loss; the aircraft was set up into a standard climb procedure; which included the auxiliary fuel pump switched on; full power; full mixture and a climb airspeed of 79 KIAS. The fuel tank was not on the fullest tank due to making three stop and go landings and two go-arounds prior to departure however; we burned only about 30 minutes of fuel in the pattern. As described earlier; the power loss was a sudden; very rapid loss that included the engine running rough and rapidly diminishing in RPMs and power. We never got a look at the exact RPMs at their lowest point; but you could easily see the propeller spinning slowly. I; the instructor; took control of the aircraft and immediately started the Engine Failure In-Flight checklist. I also instructed the student to switch the fuel selector from the left side to the right side as the fuel selector is on the student's side of the aircraft. During that period; I made a decision that we were close enough to the airport given the strong headwind; and high enough to execute a 180 degree turn back for our emergency landing. While making the turn and pitching for glide; I tuned to Tower and declared an emergency. After making the turn; which resulted in a loss of an estimated 700 to 1000 FT with almost no power; the engine started running again. Once the aircraft was stabilized; I verified the checklist and saw that only partial carburetor heat was applied and therefore we added full carburetor heat; even though the engine has already started running again. We came around for a full stop landing; without any problems maintaining altitude in the pattern and were able to taxi back to the ramp under our own power. Nothing could be heard or observed abnormally with the engine during taxi nor was anything observed abnormally under the cowling once the aircraft was shutdown.

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.