Accident Details
On March 22, 2024, at about 1804 Pacific daylight time, a Piper PA-28-140, registration N1695H, was substantially damaged when it was involved in an accident near Acton, California. The private pilot applicant and designated pilot examiner (DPE) were not injured. The airplane was operated under Title 14 Code of Federal Regulations Part 91 as a flight test.
According to statements from the DPE and applicant, they were conducting the flight portion of a private pilot practical test. The DPE announced a simulated engine failure and reduced engine power to idle. The applicant turned on carburetor heat and performed simulated emergency procedures. At approximately 800 ft above ground level (agl), the DPE instructed the applicant to go around, ending the simulation. The applicant increased engine power by advancing the throttle full forward, turning carburetor heat off, and pitching for an indicated airspeed of 66 knots. After about 10 seconds, the applicant stated the airplane would not climb. The DPE confirmed the throttle was at full power, mixture full rich, carburetor heat off, and flaps up. He noticed the tachometer indicated about 2000 rpm. The DPE took control and attempted to turn away from rising terrain, but the airplane would not maintain altitude in a turn. He continued straight ahead, determined the airplane could not outclimb the terrain, and prepared for an emergency landing.
The DPE initiated a landing along a ridgeline about 1 mile south of the go-around point. During landing, the airplane impacted vegetation and came to rest upright. It sustained substantial damage to both wings, the fuselage, and the stabilator.
Postaccident Examination
Postaccident examination of the airframe revealed limited function of the heat door within the airbox. The carburetor heat control arm traveled from stop to stop; however, the heat door only exhibited about half its designed travel, from the carburetor heat ON position to halfway between OFF and ON. The carburetor heat control cable was looped around the attachment bolt and found to be loose; it was not threaded through the attachment bolt, and no safety wire was observed. The carburetor heat control knob inside the cabin traveled without binding but exhibited limited travel, moving between the carburetor heat OFF position and about halfway to the ON position.
A postaccident test run of the engine was conducted and revealed that it produced full power and showed no anomalies that would have precluded normal operation.
Flight Data
Accident flight data from the airplane’s Garmin G5 was downloaded and indicated that the simulated emergency descent was flown toward agricultural fields and rising terrain. Recovery from the simulated engine failure began at approximately 90 ft agl, and the airplane achieved an average rate of climb of 310 fpm from the go-around point to the accident site. The geographical change in elevation from the go-around point to the accident site was +381 ft and the lateral distance was about one mile.
According to maintenance records, the most recent annual inspection was completed on April 14, 2023, and the most recent maintenance logbook entry related to the travel of carburetor heat controls was March 11, 2024.