Accident Overview
On March 10, 2011, at approximately 1813 Pacific standard time, a Piper PA-28R-200, registration N75224, experienced a loss of engine power and performed a forced landing near Agoura Hills, California, resulting in substantial damage to the aircraft. The certified flight instructor (CFI) and the 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 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight, which originated from Santa Monica at about 1615.
Flight and Maneuvers
According to the CFI's written statement, prior to the flight, he checked the fuel levels in both wing tanks and noted they were at or above the tabs, or in excess of 17 gallons per side. After a normal pre-flight inspection and pre-takeoff engine run-up, the airplane took off from runway 21. The CFI had the pilot receiving instruction remain in the traffic pattern for two or three practice landings, followed by a practice 180-degree power-off turn. During that maneuver, as the airplane crossed the runway numbers, the CFI instructed the pilot to abort the landing and execute a right crosswind departure to the Malibu practice area. The CFI noted that before leaving the traffic pattern, the pilot switched fuel tanks to even the fuel burn.
Upon reaching the Malibu practice area at about 3,500 feet mean sea level, the pilot performed slow flight, a steep turn, and simulated engine-out procedures. Subsequent maneuvers included a chandelle, lazy eight, and stalls, followed by another fuel tank switch while en route to the Simi Valley practice area. Over Westlake Village, the CFI directed another simulated engine-out procedure toward a public landfill. After ensuring the approach would have been successful, the CFI had the pilot abort and climb to perform eights on pylons. Following that, the CFI requested a return to Santa Monica at 3,500 feet msl.
Engine Trouble and Forced Landing
Shortly after leveling off at 3,500 feet, both pilots felt a vibration from the engine. The CFI verified the mixture and throttle controls; the engine continued running "very rough" with a "continuous light vibration." The CFI took control, adjusted the throttle and mixture, and switched fuel tanks, but could not correct the rough running. He initiated a forced landing in an adjacent landfill. During the approach, realizing he could not reach the intended landing area, he turned right toward another area. The left wing then struck a sand pile, causing the airplane to veer left and land hard in an open area of the landfill.
The pilot receiving instruction reported that when the engine began running rough, he checked the fuel gauges, which indicated about one-quarter of a tank each. Shortly after, he realized they had an engine out.
Post-Accident Examination
An FAA inspector examined the accident site and found the left wing separated at the wing root and the outboard three feet of the right wing bent upward. The aircraft was recovered for further examination.
On June 1, 2011, the recovered airframe and engine were examined at Aircraft Recovery Service in Pearblossom, California, by representatives from Lycoming Engines and Piper Aircraft under NTSB supervision. Examination revealed that the left and right wings had been separated for transport. The recovery company reported removing 25 gallons of fuel from the wing tanks. The fuel selector valve was found in the "LEFT" position, the fuel pump "ON," and the magneto switch "OFF."
The Lycoming IO-360-C1C engine (serial number L-15570-51A) remained attached with all accessories. A white filament-type wire was found wrapped around the propeller assembly forward of the starter ring gear, consistent with a bird-deterring wire from the landfill. Throttle, mixture, and propeller control continuity was confirmed. One propeller blade was bent aft about 8 inches inboard from the tip with multidirectional striations; the other appeared undamaged. The propeller was replaced with a club propeller for testing.
The aircraft was secured on a trailer, and a fuel source was connected to the right wing root inlet line. The engine started successfully and ran for about 8 minutes at various power settings from idle to approximately 2,700 rpm. A magneto check showed an approximate 170 rpm drop per magneto. The propeller cycled normally from low to high pitch multiple times. The engine was shut down using the mixture control. No mechanical anomalies were found that would have precluded normal operation.