20151125020939A

The flight departed at approximately 09:20AM local time from the Wickenburg municipal airport (E25) with full fuel and 2 pilots onboard for an aircraft familiarization flight for the prospective new owner of the aircraft. Weather conditions for the phoenix area reported were VFR with more than 6 miles visibility, broken- scattered clouds at 20,000 feet and winds between 4-6 knots prevailing all day.

The crew had climbed to 5,000 feet MSL and proceeded to approximately 20NM north of E25 to perform maneuvers. Mixture and throttle were in the full forward positions until they had reached 5,000 feet. During cruise flight the pilot maintained 2400 RPM for about 10 minutes until they had reached their ?practice area? Where they planned on performing maneuvers. The mixture for the engine was leaned to increase engine efficiency.

After completing their maneuvers and ending with a simulated engine power loss in-flight, the crew descended from 5,000 feet MSL to approximately 3,500 feet MSL. Carburetor heat was used during this phase of flight along with the other procedures accompanying the engine power loss in-flight procedure.

The pilot reported that the engine function and operation were smooth and normal on recovery of the simulated engine power loss in-flight, with no signs of abnormalities. All switches and controls were returned to their prospective position for the cruise flight back to E25. At this point and time of flight the crew had been airborne for approximately 20-25 minutes and began to proceed back to E25.

After approximately 10 minutes in normal cruise flight at 3,500 feet MSL and after completing the maneuvers, the crew had entered the traffic pattern for runway 5, as this was still the runway in use. The landing checklist items were completed while the fuel selector remained in the ?on? Position for the left tank. Carburetor heat was not applied per the cherokee 140 owners handbook as there was no indication of carburetor icing during the entire flight. Total flight time at this point was approximately 30-45 minutes.

While setting up prior to landing back at E25, the crew set up on left base for runway 5 at approximately 85 mph and 600-700 feet AGL. The crew then turned final at approximately 1 mile and 400 feet AGL.

The pilot in the left seat was flying the aircraft at the time and proceeded to add power to arrest his descent rate, there was no response from the engine with the application of throttle.

Carburetor heat was applied at this time, the mixture confirmed in the full rich position. The airman verified the fuel selector was in the left tank position and the left fuel quantity indicator still showed full fuel.

By this time the aircraft had slowed to approximately 80 mph and we were about 200-300 feet AGL. At this point the pilot had been pumping the throttle and every cycle of the throttle to the full open position in hopes the engine would regain power momentarily however it was not enough to sustain flight.

The pilot recalls that the pilot in the left seat confirming the primer, was in and locked at that point as well. At this point the aircraft had slowed to approximately 50-60 mph and engine power was not regained.

The pilot reported that the mixture was pulled to the idle cut-off position and he had reached over to turn all electrical switches off seconds prior to ground contact. The fuel selector remained on the left tank position as time did not permit to turn the fuel selector to the off position with the close proximity to the ground. The airplane contacted the ground at roughly 10:00 local time in a wings level nose up attitude at approximately 50 mph.

Once the aircraft came to a stop, both pilots proceeded to exit the aircraft as the outer portion of the left wing from the fuel tank had been separated from the aircraft due to a tree and the fuel from the left tank proceeded with pouring on the ground.