On Saturday August 16^th, I had N8150J rented for most of the day. I started my preflight at around 1630 local while I waited for my passenger. Preflight was done normally according to checklist provided in the aircraft. Fuel was filled to maximum capacity, and oil was at 6 quarts. No abnormalities were observed during preflight inspection.

Upon starting the aircraft, everything was done according to the checklist provided in the aircraft. Taxi and take off clearance was requested as normal with taxi and runup checklists complete. My passenger was utilized in reading off checklist from engine start to takeoff to increase efficiency and mitigate task saturation; everything was double checked and confirmed prior to takeoff.

Takeoff occurred at or around 1705 local time with a straight out departure. I planned to climb to 1,500’ MSL to Mt. Soledad and turn to a northerly heading up the coast. A few minutes after departure, I turned the fuel pump off, according to the checklist and proceeded my climb to 1500’ MSL. Upon reached my desired altitude I turned to fly along the coastline around 1709 local time. RPM setting was kept at 2100-2300 RPM for straight and level flight with the mixture left on full rich. My passenger and I only planned to fly up and down the coastline for some sight-seeing. The maximum altitude climbed to was about 2,800’ MSL while the lowest was 400’ MSL well off the coast, with fuel tanks being switched at around 1720 local time while at 2800’MSL. I initiated a climb to 2800’ to switch the takes and have altitude while doing so in accordance to the aircraft Pilot Operating Handbook, in switching the tanks I turned the fuel pump on to switch, then fuel pump back off after the switch. Climbs and descents were done in accordance to the normal operating characteristics of a Piper PA-28-181.

Towards the conclusion of our flight around 1730 local time, I requested a Bravo clearance direct to KMYF, once clearance was received, I proceeded direct KMYF from Del Mar Race Track. I was at 1700’ MSL, I did not find it very practical to initiate a climb to a certain higher altitude just to descend to KMYF traffic pattern altitude a minute or two after. Especially after I received a clearance and was unsure of Socal’s intentions to vector traffic above me. With this, I made the decision to remain at 1700’ for about 11 miles in about 7 minutes. I understand the best aeronautical decision would have been to climb to a safer higher altitude and then request clearance.

Exactly 2 minutes and 11 seconds after receiving Bravo clearance I declared an emergency. Seconds before declaring the emergency the engine was sputtering, it took me about 5-10 seconds to realize what happened after the throttle wasn’t making any RPM adjustments and hearing the stall horn. Once I heard the stall horn that was my indication of an engine failure and I immediately pitched for best glide, searched for a place to land, declared an emergency, and tried my best to troubleshoot in the little time I had. My trouble shooting process consisted of turning the fuel pump on, cycling the fuel selector, and turning the magnetos to the start position, all of those were done in about 15 seconds and did not bring back engine performance. After that, my sole focus was on finding a safe place to land the aircraft. With the altitude I was at and the amount of time I had, highway 805 was the only option. I communicated my intentions with ATC, turned off the fuel selector valve, and leaned the mixture while ensuring that I avoided any powerlines. My decision to land with traffic instead of into traffic was because my personal opinion is that it would be way easier for a vehicle to make an abrupt stop as opposed to making an abrupt turn, potentially causing a automobile accident, worsening the situation. After the aircraft came to a stop, my passenger and I urgently exited the aircraft, concluding the emergency landing.