Accident Details
On June 16, 2023, at 2257 Pacific daylight time, a Piper PA-28-140, registration N3508K, was substantially damaged during a forced landing near Rochester, Nevada. The pilot was uninjured, and the passenger received minor injuries. The flight was operating under Title 14 Code of Federal Regulations Part 91 as a personal cross-country flight.
Engine Power Loss
Approximately three hours into the flight, at a cruise altitude of 11,500 ft mean sea level, the pilot observed a partial loss of engine power. The engine rpm initially decreased from 2,400 rpm to 950 rpm, then to 450 rpm, and continued to decay until total power loss. No unusual engine noises were heard. The pilot noted that fuel flow initially increased from 7.2 gallons per hour (gph) to 9 gph, then continued to increase to 15 gph and "then above redline." He performed the emergency checklist for loss of engine power but could not restart the engine. He could not recall if fuel flow increased when he turned on the auxiliary fuel pump during the checklist.
Emergency Landing
The pilot initiated a forced landing to an area of flat terrain. During the landing, all three landing gear collapsed, resulting in substantial damage to the right wing and fuselage. The pilot stated that about 30 gallons of fuel should have been onboard. Following recovery, approximately 15 gallons of fuel were removed from the intact left wing fuel tank; the right wing fuel tank was breached.
Post-Accident Examination
The wreckage was recovered and examined. Interior upholstery near the fuel selector valve had been removed during recovery, and fuel lines to the selector valve were disconnected but intact from the selector through both electrical and mechanical fuel pumps. Two Dynon Avionics fuel flow sensors were installed in the fuel line before the carburetor. The fitting connecting the second sensor to the fuel line running to the carburetor was found broken. The carburetor was impact damaged and separated from the intake at the carburetor throat. When electrical power was applied, the electric fuel pump ran as commanded; 2–3 oz of liquid consistent with 100LL aviation fuel was recovered, with no water or contaminants observed. The mechanical fuel pump was removed; a small amount of liquid consistent with 100LL fuel escaped, and suction was felt on the intake side when manually operated. The engine showed no anomalies that would have prevented normal power production. A Dynon EFIS-D10A unit was removed and sent to the NTSB recorders laboratory, but it contained no engine performance data. Airframe and engine logbooks were not provided during the investigation, limiting available maintenance history.