Power Loss on Climb — Peter O Knight
Partial engine failure in a Piper Cherokee 180 over Tampa Bay — the runway choice and the fuel selector are both critical
The scenario
Departing Peter O Knight Airport (KTPF), Tampa, FL — Runway 04, climbing out on a 037° heading. Elevation 8 ft MSL; the runway is essentially at sea level. You are a Private pilot with roughly 180 hours total time, current and proficient in the Piper Cherokee 180.
It is a hazy Florida afternoon in late spring: OAT 27°C, dew point 21°C, altimeter 29.92. Scattered clouds at 2,500 ft, light rain shower two miles to the northeast. Visibility 8 SM. Classic Gulf Coast conditions — warm, moist, and exactly the environment the FAA icing probability chart marks as 'serious icing at glide power, moderate icing at cruise power.' The Lycoming O-360-A in the Cherokee is carbureted; it is susceptible to carburetor ice in these conditions.
You are 350 ft AGL, climbing through 72 KIAS (near Vy of 74 KIAS), heading 037°, when the engine begins to run rough. Power is noticeably down — the tachometer is dropping. The off-field environment ahead (northeast of the airport, off Runway 04's climb-out) is dense development, medium development, and low-density development — not ideal for a forced landing, but not water. Behind you and to the right, Runway 22's climb-out environment is open water — Tampa Bay. The airport is still within gliding distance.
Aircraft: Piper Cherokee 180, solo, full fuel (both tanks), within limits. Carbureted Lycoming O-360-A, fixed-pitch prop, steam panel, fuel selector on LEFT. Nothing was written up; the airplane was airworthy at departure. You did not apply carburetor heat during the run-up because the engine ran smoothly. You did not apply it after takeoff because you were heads-down on the climb.
Pilot: you — a Private pilot, current, roughly 180 hours total. You have flown the Cherokee 180 before, but you are not a regular in this airplane. You are familiar with the fuel selector (LEFT/RIGHT, no BOTH position) but have not yet internalized the discipline of tank switching on longer flights. You did a normal preflight and run-up; fuel quantity was visually confirmed in both tanks.
- {'label': 'Field', 'value': 'KTPF · Peter O Knight'}
- {'label': 'Runways', 'value': '4/22 · 18/36'}
- {'label': 'Elevation', 'value': '8 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-180'}
- {'label': 'Dominant phase', 'value': 'Landing / Approach'}
The decision
Before we get into the decision tree — what do you already know about the Piper Cherokee 180's fuel system and carburetor icing? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB ATL03LA148 (2003): A Piper PA-28-180 on a personal flight experienced engine power loss during takeoff climb after extended ground operation in conditions favorable for carburetor icing. The pilot had not applied carburetor heat prior to takeoff, allowing ice to form in the induction system. The probable cause was the pilot's failure to use carburetor heat when weather conditions were favorable for carburetor icing.
NTSB DEN07CA035 (2006): A Piper PA-28-180 on a personal flight lost engine power on base leg due to carburetor icing and made a forced landing attempt on a road. The pilot swerved to avoid car lights and struck a tree, resulting in substantial damage. The probable cause was loss of power due to carburetor icing in conditions conducive to serious icing, with contributing factors including unsuitable terrain and the tree obstacle.
NTSB NYC03LA096 (2003): A Piper PA-28-180 on an instructional flight experienced partial engine power loss on initial climb after takeoff and made a forced landing in a field. The accident resulted from an inadequate 100-hour inspection that failed to detect a loose fuel line connection, with night conditions as a contributing factor. The probable cause was the inadequate 100-hour inspection by maintenance personnel, which resulted in a loose fuel line and loss of power.
NTSB ANC25LA094 (2025): A Piper PA-28-180 experienced partial engine power loss with vibration during climb-out following a low-altitude runway inspection pass and made a forced landing in terrain. The accident resulted from engine malfunction that prevented continued climb.
The local environment at KTPF makes runway selection critical: Runway 04's climb-out environment is dense development — unsuitable for a forced landing but not water. Runways 18, 22, and 36 all have open water as a primary off-field option — a forced landing off those runway ends is a ditching. The real accidents cited above occurred at other airports and in other aircraft — NOT at Peter O Knight Airport. KTPF has its own accident history (see field dominant patterns: FORCED_LANDING 19.4%, LOSS_OF_CONTROL_INFLIGHT 16.7%, DITCHING 11.1%), but these specific NTSB events happened elsewhere. The scenario is localized to KTPF to make the off-field environment real and consequential for you as a student here.
The consistent thread across all these events: carburetor ice in the PA-28-180 is insidious. It builds gradually, the first symptom is roughness and a dropping tachometer (not a dramatic power cut), and by the time it is obvious, it may be too late for a comfortable recovery. The fix — full carburetor heat, immediately, at the first sign of roughness in conducive conditions — is simple. The failure is always a delay. Additionally, the PA-28-180's LEFT/RIGHT fuel selector (no BOTH position) is a starvation trap: a pilot who forgets to switch tanks or takes off on a nearly empty tank will lose power on climb. Know which tank you are on and monitor fuel quantity.
Key lesson — In warm, moist Gulf Coast air, the PA-28-180's carbureted O-360-A can accumulate serious carburetor ice even at cruise power and above-freezing temperatures. Apply full carburetor heat at the first sign of engine roughness or unexplained RPM loss. At low altitude, the decision window is measured in seconds — not minutes. Off Runways 18, 22, or 36 at KTPF, the off-field environment is Tampa Bay: a delayed response means a ditching, not a field landing. Additionally, the Cherokee 180's fuel selector is LEFT/RIGHT with no BOTH position — the pilot must actively switch tanks. Know which tank you are on and confirm fuel quantity before takeoff.
Debrief — teaching points
Carburetor ice forms in conditions you would not expect.
The FAA icing probability chart shows 'serious icing at glide power' at temperatures between roughly 20°C and 30°C when relative humidity is high — exactly the Gulf Coast afternoon conditions at KTPF. You do not need visible ice, freezing temperatures, or IMC. Warm, moist air at reduced power is the classic carb-ice environment. The PA-28-180's Lycoming O-360-A is carbureted; it has no alternate air system. Carburetor heat is the only tool.
The first symptom is subtle — a dropping tachometer and engine roughness.
In a fixed-pitch airplane like the PA-28-180, carburetor ice first shows as engine roughness and an unexplained RPM decrease. There is no dramatic power cut. Pilots who are not actively monitoring the tachometer miss the early warning. By the time the roughness is obvious, significant ice has accumulated. Scan the tachometer as part of your regular instrument scan, especially in conducive conditions.
Apply full carburetor heat — not partial — and expect an initial RPM drop.
When you apply carb heat to an iced carburetor, the RPM will drop further before it rises. This is expected and normal: the heat is melting ice and the resulting water is briefly disrupting combustion. Do not remove carb heat when the RPM drops — that is the heat working. Hold it full on. The RPM will recover as the ice clears, typically within 15–30 seconds depending on ice accumulation. Partial carb heat can worsen the situation by partially melting ice into water ingestion without fully clearing the restriction.
The PA-28-180 fuel selector is LEFT/RIGHT with NO BOTH position — know which tank you are on.
Unlike some Cessnas, the Cherokee 180 has no BOTH position on the fuel selector. The pilot must actively switch tanks. Running a selected tank dry — or taking off on a nearly empty tank — is the signature starvation trap in this airplane. Before takeoff, confirm fuel quantity in both tanks visually and on the gauges. On longer flights, establish a tank-switching discipline (e.g., switch every 30 minutes or every 15 gallons). Know which tank you are on at all times. A fuel starvation event on climb is as dangerous as carburetor ice.
At KTPF, runway selection on departure matters — three runways have water as the off-field option.
Runway 04's climb-out environment is dense development — unsuitable for a forced landing but not water. Runways 18, 22, and 36 all have open water (Tampa Bay) as a primary off-field option. If the engine fails on climb from Runway 18, 22, or 36 and altitude is insufficient to return to the airport, the outcome is a ditching. Know the off-field environment for each runway before you depart. If you are uncomfortable with ditching, depart Runway 04 — the development is poor for forced landings, but it is not water.
Proactive carb heat use in conducive conditions is not optional.
The PA-28-180 POH and the FAA Pilot's Handbook of Aeronautical Knowledge both recommend applying carburetor heat when conditions are conducive to icing — before the symptom appears. In a Gulf Coast summer departure, with OAT near 27°C and dew point near 21°C, that means applying carb heat during the run-up check (and confirming the expected RPM drop, then recovery) and considering its use during climb in visible moisture or high humidity. Waiting for the roughness to appear at 350 ft AGL over the airport is waiting too long.
Built from the real accident record
Scenario built from NTSB DEN07CA035 (2006 PA-28-180 carburetor ice on base leg), ATL03LA148 (2003 PA-28-180 carb ice at takeoff climb), NYC03LA096 (2003 PA-28-180 loose fuel line / 100-hour inspection failure), and ANC25LA094 (2025 PA-28-180 partial power loss on climb). Localized to KTPF; real events occurred at other airports.
NTSB reports: DEN07CA035 · ATL03LA148 · NYC03LA096 · ANC25LA094
ACS tasks: PA.I.F — Weather Information · PA.I.G — Cross-Country Flight Planning · PA.IX.C — Emergency Approach and Landing · PA.I.H — Human Factors · PA.II.B — Engine Starting / Systems Preflight · PA.II.C — Takeoff and Climb
Relevant FARs: §91.3 · §91.13 · §91.185
Step through the full decision tree, make the calls, and see where each choice leads — then debrief it with your CFI.
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