Agoura Hills, CA, USA
N75224
PIPER PA-28R-200
The certified flight instructor (CFI) reported that following an uneventful flight that consisted of various flight maneuvers and simulated engine out procedures, the pilot receiving instruction was told to return to the departure airport. Upon reaching cruise flight, the engine began to run rough with a consistent light vibration. The CFI stated that he attempted to correct the engine condition; however, he was unable and initiated a forced landing to a landfill. During the approach to landing, the left wing struck a sand pile and the airplane subsequently veered to the left and landed hard. Postaccident examination of the airplane revealed that the left wing was separated from the fuselage. Fuel was present in both the left and right fuel tanks. Using an alternate fuel source attached to the right wing fuel inlet line, the recovered engine was successfully run at various power settings for about eight minutes. No mechanical anomalies were noted with the recovered engine or airframe that would have precluded normal operation. The cause of the loss of engine power was not determined.
On March 10, 2011, about 1813 Pacific standard time, a Piper PA-28R-200, N75224, sustained substantial damage during a forced landing following a loss of engine power near Agoura Hills, California. The certified flight instructor (CFI) and private pilot receiving instruction were not injured. The airplane was registered to East Pole Aviation LLC., Setauket, New York, and operated by Justice Aviation, Santa Monica, California, under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the instructional flight. The local flight had originated from Santa Monica about 1615. In a written statement, the CFI reported that prior to the flight; he checked the fuel levels in both left and right wing fuel tanks, noting that the fuel levels were at or above the tabs, or in excess of 17 gallons of fuel per side. Following the completion of the pre-flight inspection, the CFI and pilot receiving instruction boarded the airplane. The CFI stated that the pre-takeoff engine run up was normal with no anomalies noted. Following takeoff on runway 21, the CFI had the pilot receiving instruction remain within the airport traffic pattern and conduct two or three practice landings before conducting a practice 180-degree power off turn. The CFI said during the 180-degree power off maneuver as the airplane crossed over the runway numbers, he had the pilot receiving instruction abort the landing and perform a right crosswind departure to the Malibu practice area. The CFI noted that prior to leaving the traffic pattern, the pilot receiving instruction switched fuel tanks to even the fuel burn. Upon arriving at the Malibu practice area, the CFI had the pilot receiving instruction perform slow flight at an altitude of about 3,500 feet mean sea level followed by a steep turn and simulated engine out procedures. Following the simulated engine out procedure, the pilot receiving instruction performed a chandelle, lazy eight, and stalls prior to switching fuel tanks while en route to the Simi Valley practice area. Upon flying over the Westlake Village, the CFI had the pilot receiving instruction perform another simulated engine out procedure to a public landfill area. Upon assuring the approach to landing would have been successful, the CFI had the pilot abort the approach to landing and climb to a safe altitude to perform eights on pylons. Following the completion of the maneuver, the CFI requested that the pilot return to Santa Monica and climb to 3,500 feet msl. Shortly after leveling off at 3,500 feet, the CFI and pilot receiving instruction felt a vibration from the engine and the CFI verified the mixture and throttle control positions. The engine remained running "very rough" with a "continuous light vibration." The CFI took control of the airplane and began troubleshooting the engine by adjusting the throttle and mixture controls, and switching fuel tanks. Despite the CFI's multiple attempts, he was unable to correct the rough running engine and initiated a forced landing in a landfill adjacent to their position. During the approach to landing, the CFI realized that he was going to be unable to reach his intended landing area and turned to the right towards another area suitable for landing. Subsequently, the left wing struck a sand pile and the airplane veered to the left before it landed hard within an open area of the landfill. The pilot receiving instruction reported that when the engine initially began to run rough, he verified the fuel level gauges, noting both gauges indicated about one-quarter of a tank. Shortly after, he realized that they "had an engine out." Examination of the airplane by a Federal Aviation Administration (FAA) inspector, who responded to the accident site, revealed that the left wing was separated from the airframe at the wing root. The outboard three feet of the right wing was bent upwards. The airplane was recovered to a secure location for further examination. Examination of the recovered airframe and engine were examined on June 1, 2011, at the facilities of Aircraft Recovery Service, Pearblossom, California, by representatives from Lycoming Engines and Piper Aircraft under the supervision of the Safety Board investigator-in-charge. Examination of the recovered airframe revealed that the left and right wings were separated from the airframe to facilitate wreckage transport. According to the wreckage recovery company, 25 gallons of fuel was removed from the left and right wing fuel tanks. The fuel selector valve was observed in the "LEFT" position. The fuel pump was in the "ON" position. The magneto switch was in the "OFF" position. Examination of the recovered Lycoming IO-360-C1C, serial number L-15570-51A, revealed that the engine remained attached to the airframe via all its mounts. All engine accessories remained attached to the engine. A white wire, consistent with filament type wire was observed wrapped around the propeller assembly, just forward of the starter ring gear. According to the wreckage recovery personnel, the wire was consistent with a wire installed at the landfill as part of a bird detouring mechanism. Throttle, mixture, and propeller control continuity was established from the cockpit controls forward to the engine. The propeller remained attached to the crankshaft propeller flange. One of the two propeller blades was bent aft about 8 inches inboard from the blade tip with multi directional striations on the blade face within the area of the bend. The other propeller blade appeared undamaged. The propeller was removed from the engine and a club propeller was installed on the engine. The airplane was placed on a trailer and secured. A fuel source was attached to the inlet fuel line at the right wing root area. The engine was successfully started and run for about 8 minutes at various power settings from idle to about 2,700 rpm. A magneto check was conducted on the left and right magnetos with an approximate 170 rpm drop per magneto. In addition, the propeller was cycled from low pitch to high pitch to low pitch numerous times with no irregularities noted. The engine was shut down utilizing the mixture control lever. No mechanical anomalies were noted with the recovered engine or airframe that would have precluded normal operation.
The loss of engine power during cruise flight for undetermined reasons.
Source: NTSB Aviation Accident Database
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