WPR25LA039

The pilot and three passengers were on final approach to land after a 31-minute flight when the engine exhibited a total loss of power. The pilot attempted to restore engine power by switching fuel tanks and checking the electric fuel boost pump, but the engine did not restart. The pilot retracted the wing flaps in an unsuccessful attempt to extend the airplane’s glide to a road; however, the airplane descended into a raceway parking lot and struck multiple unoccupied vehicles. Postaccident examinations of the airframe and fuel-injected engine revealed no evidence of a preaccident mechanical malfunction or failure. Although the airplane was equipped with an engine data monitor, the most recent flight-related data was dated March 18, 2024; the unit did not record data from the accident flight. Therefore, the reason for the total loss of engine power could not be determined.

A review of the airplane’s maintenance records showed that the most recent annual inspection was completed on May 1, 2024. The most recent major overhaul was completed on October 24, 2017, and the engine was installed on the airframe on November 22, 2017. On November 17, 2024, about 1111 Pacific standard time, a Piper PA-32-300 airplane, N617ET, was substantially damaged when it was involved in an accident near Pomona, California. The pilot and two passengers sustained minor injuries, and one passenger sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The airplane departed Apple Valley Airport (APV), Apple Valley, California, about 1040 for Brackett Field Airport (POC), La Verne, California. The pilot reported that the airplane departed APV with full fuel tanks and the left main fuel tank selected. When the airplane was about 10 miles from POC, the pilot contacted the airport traffic control tower, and the controller instructed him to enter the right downwind leg of the traffic pattern for runway 26R. Shortly after, the controller instructed the pilot to enter the traffic pattern on the right base leg for runway 26R. While on the base leg, the pilot completed a pre-landing check and noted no anomalies. The controller cleared the airplane to land on runway 26R. Immediately after the airplane turned onto the final approach leg, the engine lost total power. The pilot switched fuel tanks and checked the fuel boost pump but was unable to restore engine power. He retracted the wing flaps, hoping to extend the airplane’s glide, and attempted to land on a road west of the Pomona Fairplex; however, the airplane descended into a parking lot, where it struck multiple unoccupied vehicles before coming to rest upright about 1,000 ft from the approach end of runway 26R. The engine was separated from the fuselage and remained attached to the engine mount. The engine mount displayed multiple areas of fracture and buckling, consistent with impact damage. Fuel recovered from the fuel selector filter bowl was clean, clear, and blue in color. Water detecting paste confirmed that there was no water present in the fuel. The airplane was equipped with two main fuel tanks and two wing tip fuel tanks. All four fuel tanks were breached. Low pressure air was applied to all fuel lines, vent lines, and finger screens, and no blockages were observed. Fuel selector valve continuity was established to the selector handle in the forward cabin. Fuel selector valve detent function was confirmed, and valve function was confirmed via air applied to each fuel line selected, individually. Examination and flow testing of the fuel servo revealed no evidence of mechanical anomalies, malfunction or failure that would have precluded normal operation. The left and right magnetos remained secure at their respective mounting pads. Both magnetos produced spark at all spark plug leads during hand rotation of theirrespective drive. The impulse coupler drive was found to be intact and safety wired. The upper spark plugs were removed observed to display coloration consistent with normal operation, according to the Champion Spark Plug “Check-A Plug” chart AV-27. The No. 2 spark plug was oil soaked, consistent with postaccident engine positioning. The cylinder valve covers were removed; no anomalies were noted with the rocker assemblies. The crankshaft was rotated by hand using the propeller. Mechanical continuity was established throughout the rotating/reciprocating group, valvetrain and accessory section during hand rotation of the crankshaft. Thumb compression was obtained on all cylinders. Each cylinder was examined with a borescope; the combustion chamber deposits were consistent with normal operation. No anomalies were noted with intake or exhaust valves. Postaccident examination of the airframe and engine revealed no evidence of a preaccident mechanical malfunction or failure that would have precluded normal operation. The airplane was equipped with a JPI EDM-830 engine data monitor. The unit’s data was downloaded by the NTSB Vehicle Recorder Division. The downloaded data contained no flight information recorded after March 18, 2024.