On October 7, 2015, about 1420 Pacific daylight time, a Piper PA-28-180, N7506W, experienced a complete loss of engine power during an initial climb, and impacted a residential area during a subsequent forced landing near Compton, California. The student pilot sustained serious injuries; the airplane sustained substantial damage. The airplane was registered to Tomorrow Aeronautical Museum, and operated by the pilot under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, and no flight plan was filed. The local area flight originated from Compton/Woodley Airport, Compton, about 1415.

In a written statement, the pilot reported that prior to preflight, he saw that the airplane was marked "X" on the "squawk board". The pilot asked the owner about it, and the owner erased the "X" off of the board and stated that the airplane "is okay".

During the preflight, the pilot visually checked the fuel level in each tank. The right fuel tank was more than ½ full, and the left fuel tank was less than ½ full. The engine oil level indicated that there were 4.5 quarts of oil in the engine; therefore, he added a quart of oil. The pilot stated that there were no abnormalities found during the preflight or the engine run-up.

During climb to cruise, about 400 feet above ground level, the engine lost power. In the attempt to regain power, the pilot switched the electric fuel pump from the ON to OFF position but was unsuccessful. He then switched the fuel selector from the right fuel tank to left fuel tank, and again switched the fuel pump from ON to OFF position, but he could not regain power. He then put the fuel selector back to the right tank, switched the fuel pump from ON to OFF position, and executed a forced landing.

According to the local law enforcement, during the landing roll, the airplane struck a 4-foot-tall chain link fence and came to rest in a rear yard of a residential building.

A witness reported that they heard the engine lose power shortly after takeoff, while the airplane was still over the runway. He saw the pilot initiate a left turn, and heard the engine momentarily regain power. After several seconds, the engine lost power again, and he saw the pilot initiate a forced landing.

The recovered engine and the airframe were examined at the facility of Tomorrow Aeronautical Museum, Compton, on November 17, 2015, by representatives from Piper Aircraft, Lycoming Engines, and the Federal Aviation Administration (FAA), under the supervision of the National Transportation Safety Board (NTSB) investigator-in-charge (IIC).

Examination of the recovered engine revealed that it remained attached to the engine mount structure. The propeller remained attached to the propeller crankshaft flange. All engine accessories remained attached to the engine via their respective mounts. The intake pipes were intact and undamaged. The right exhaust pipe was separated as a result of the impact. Mechanical continuity was established throughout the engine and valve train when the crankshaft was rotated using a hand tool attached to an accessory mount pad. Thumb compression and suction was obtained on all four cylinders in the proper firing order. Equal movement of the intake and exhaust valve rocker arms was noted on all four cylinders.

All four cylinders were examined internally using a lighted borescope. A normal amount of carbon deposits were observed on the tops of all four pistons. All intake and exhaust valves were intact. No evidence of foreign object ingestion was observed. The left and right magnetos remained secure at the mounting pad with the distributor cap in place. The magneto-to-engine timing could not be determined due to a fractured flywheel. However, both magnetos were synchronized to each other within 1 degree. Both left and right magneto drive shafts were intact, and the impulse coupling functioned normally during hand rotation of the drive shafts. The magneto produced a spark at all posts when the drive shaft was rotated by hand. The ignition harness was intact and undamaged.

The top and bottom spark plugs remained secure to their respective cylinder location with the ignition harness lead attached. The top spark plug electrodes were free of mechanical damage and were circular in shape. The vacuum pump remained secured at the mounting pad. The drive was observed to turn when the crankshaft was rotated. The fuel pump remained secured at the mounting pad. The fuel pump was disassembled and the diaphragm was intact. The oil pressure screen was inspected and some metal particles were noted on the inside of the screen. The carburetor was intact and undamaged. The throttle arm remained attached and moved freely by hand from stop to stop and the throttle plate was intact and undamaged. The mixture control arm lever was intact and remained attached to the carburetor. It moved freely by hand from stop to stop. The carburetor was disassembled and examined. The single-piece venturi was intact and undamaged. The metal floats were intact and undamaged. The carburetor float bowl was found to be free of debris. The carburetor fuel screen was intact and free of debris.

The right wing was separated from the fuselage and the left wing was attached to the fuselage. The right fuel tank pick up screen was found clear of debris; however, the fuel tank was breeched and no evidence of fuel was noted in the tank. The left fuel tank was breeched and the residual amount of fuel was found inside. The ELT was found in the OFF position. The ELT antenna was broken off. The fuel strainer screen did not contain any fluid; the screen was clean. The fuel selector valve handle was in the OFF position. The valve was verified to be open when positioned in left tank and right tank, and closed when positioned to OFF. Fuel line continuity was established from the firewall to the left wing fuel tank; however, due to the right wing being separated at impact the continuity of the right wing fuel line was established from the firewall to the right wing root and from the wing root to the right wing fuel tank.

Postaccident examination of the engine and airframe revealed no evidence of mechanical malfunctions or failure that would have precluded normal operation. The complete engine and airframe examination report is appended to this accident in the public docket.

A fuel receipt dated October 3, 2015, indicated that the airplane was serviced with 19.2 gallons of 100 low-lead fuel. The pilot who refueled the airplane stated that he visually checked the level after it was refueled, and both tanks were 1/2 full, with the fuel level at the indicator tabs (17 gallons) position. He then flew for 1.3 hrs. The pilot took off with the fuel selector on the left tank, and about halfway through the flight, he switched the fuel selector to the right tank. That was the last flight before the accident flight. According to the pilot's operating handbook (POH), the fuel capacity for each tank is 25 gallons with a usable fuel of 24 gallons, and the fuel consumption rate was about 10 gallons per hour. Calculations using the POH fuel burn rates indicated that after 1.3 hours of flight time, he would have used about 13 gallons of fuel.