20231128016409A

The PIC was approaching the planned destination airport after a solo cross country. The total hobbs time for the flight was 3.5 hours. Upon initial contact with the control tower for the destination airport, the PIC was instructed to enter a right base for runway 14. ATC changed plans due to airspace saturation and instructed the PIC to enter a right downwind for runway 14. The PIC was cleared for a right base when about 3 miles northwest of runway 14. While on the base leg, the PIC experienced a reduction of engine power. The PIC increased the throttle and the engine had full power again. Once on final, the engine had a complete power loss. The PIC maintained best glide speed and stated that the emergency checklist for engine failure was performed switching from the right fuel tank to the left fuel tank, cycling the magnetos, ensuring the primer was locked in, throttle full, mixture rich, electric fuel pump on, and carburetor heat on. There was no improvement. The PIC attempted to land on a road that was roughly parallel with the landing runway striking a powerline and car on the road. Witness marks on the right side of the stabilator indicate that the aircraft was in a right bank when it impacted the powerline that was approximately 35 feet above the ground. The first point of ground impact was approximately 96 feet southeast of the powerline and an approximate 45° to the road. The car was struck with the left wing before coming to rest about 123 feet southeast of the first point of ground impact and 214 feet southeast of the powerline. Upon exit of the aircraft, the PIC removed the key from the ignition and selected the off position on the fuel selector. The aircraft sustained substantial damage including, but not limited to the leading edge of right side of the stabilator, leading edge damage to the left wing, separation of the left wing at the root, nosewheel puncturing the left seat floor, and engine mount damage. The oil tank was compromised during the accident with all oil spilling onto the asphalt. The right fuel tank was below “tabs”, and the left tank fuel tank was empty. During recovery of the aircraft, residual fuel was observed leaking from the fuel tank drain. The fuel tank drain was found to be approximately half open with no visible damage from the accident sequence. The underside of the left wing, top portion of flap, last rivet line on the left wing, and left side of the fuselage showed fuel staining. The fuel appeared to be fresh and bright blue. The drain was able to be closed by applying finger pressure to the mechanism. The PIC and the driver of the car received minor injuries. Contrary to the PIC statement, the carburetor heat was found in the off position.

Engine examination was performed on 2023-12-01. Engine was rotated in normal direction. Thumb compression was obtained on all cylinders. Spark was obtained on all 4 cylinders for right magneto. Left magneto was replaced with surefly electronic ignition, ignition timing checked iaw surefly ignition module installation instructions document number SF1001 sim timing check. Spark plugs were visually inspected with no discrepancies noted. Carburetor float bowl drain plug was removed, approximately ¼ ounce of fuel was found in carburetor. Gascolator assembly was broken on impact. Left fuel tank was empty, fuel tank drain was removed and inspected. O-ring on fuel tank drain surface area was deformed and gouged. The battery and fuel gauges worked. The left fuel gauge indicated empty and the right indicated about 4 gallons. The fuel staining observed at the scene was now dull and dry.