On September 24, 1998, about 1230 Eastern Standard Time, a Piper PA 22-150, N8027D, collided with water during an emergency landing following an engine failure immediately after takeoff at the Kirk Air Base in Lancaster, South Carolina. The airplane was operated by the Airline Transport Pilot under the provisions of Title 14 CFR Part 91, and visual flight rules. Visual meteorological conditions prevailed and no flight plan was filed. The pilot was not injured and the airplane sustained substantial damage. The flight was originating at the time of the accident. According to the pilot, during takeoff on runway 14, at 200 feet above ground level the "engine went to idle as if the throttle had been pulled full out." He stated that he pitched the airplane for a glide speed of 65 miles per hour. He switched from the right fuel tank to the left and applied carburetor heat. The pilot stated that the engine regained power and he climbed back to 200 feet. He turned back towards the runway and again power was lost. The pilot ditched the airplane into a lake, which runs parallel with the runway, substantially damaging the airplane. According to the FAA, on September 25, 1998, examination of the airplane following its recovery from the lake found structural damage to both wings and struts, the forward fuselage, engine cowling and nose gear. The left fuel tank was damaged and empty, the fuel selector was on the left tank and the carburetor was cracked in half. According to the FAA Inspector, the right fuel tank was full of what appeared to be fuel and water, and there was continuity of the throttle cable. Additionally, there were no witnesses to the accident and no law enforcement or emergency services responded. On October 1, 1998, the FAA further examined the engine with the assistance of a Inspection Authorization aircraft mechanic. During the examination, positive fuel flow was established from each fuel tank to the carburetor. Compression was normal for each cylinder. Continuity was established throughout the engine including the accessory gearbox. There was no damage noted to the engine ignition system and no blockage was observed in the air intake or engine exhaust. A review of weather data from the nearest reporting facility disclosed that conditions were favorable for the formation of carburetor ice. The out side air temperature was 70 degrees and the dew point was 64 degrees.