HESPERIA, CA, USA
N8227Q
Piper PA-28RT-201
Following a go-around in high density altitude conditions, the airplane was observed to enter a shallow climb. It then turned approximately 20 degrees to the right and followed a wide depression in the surrounding terrain without any noticeable gain in altitude. While following this depression, three packages (luggage) were observed being thrown from the right side of the aircraft. After the third package was thrown, the aircraft flew into high voltage power lines, which ran perpendicular to the depression at an altitude of approximately 75 to 100 feet agl. The aircraft then impacted the ground and was destroyed by fire. There were no orange balls or other visually alerting devices attached to the power lines, as the power lines were not in a location normally used by low flying aircraft. A teardown inspection of the engine did not disclose any mechanical malfunction or abnormal wear; however, the exhaust muffler for the No. 2 and No. 4 cylinders had a partially collapsed internal baffle. Density altitude was about 7,200 feet. Aircraft performance charts indicated that at that altitude, the engine would have been developing only 72 percent of its rated power.
HISTORY OF FLIGHT On August 5, 1997, at 1348 hours Pacific daylight time, a Piper PA28-RT-201, N8227Q, was destroyed when it flew into high voltage power lines approximately 2 statute miles west-southwest of the Hesperia, California, airport. The private pilot and two passengers were fatally injured. No flight plan was filed for the personal flight which departed from San Jose, California, at approximately 1130. Visual meteorological conditions prevailed along the route of flight and at the destination airport. A witness observed the aircraft execute a go-around from Hesperia airport and noted that the rate of climb appeared slow. The aircraft turned right about 20 degrees and followed a wide depression in the surrounding terrain without any additional gain in altitude. Two witnesses, who were driving along a road that paralleled the aircraft's flight path, stated that the aircraft flew over their vehicle at approximately 100 feet and was observed to jettison three packages, or luggage, out of the right cabin door. Immediately after the third package was jettisoned, the aircraft flew into the power lines and was observed to cartwheel into the ground at which time it caught fire and burned. The witnesses also stated that the engine sounded "normal" and that the aircraft appeared to fly straight and level during the time that it was observed. A verbal statement was taken from a witness whose home underlay the final flight path of the aircraft. She stated that she heard the aircraft fly over and heard the sound of the crash, but did not see the aircraft until after it was on fire. She did state, however, that she heard the aircraft engine as it flew over and that it had a smooth, steady sound, with no change in sound level and no other audible noise present. The aircraft contacted Edison Company 500,000-volt power lines that traverse the accident site from northwest to southeast approximately 2 statute miles southwest of the runway. PERSONNEL INFORMATION Federal Aviation Administration (FAA) records indicated that the pilot was a private pilot with airplane single engine land and instrument ratings. He also had a valid Class II medical certificate with no waivers or limitations. His personal logbook was destroyed in the fire, but he had reported a total of 272 hours flight time with 20 hours in the previous 6 months at his last medical examination. AIRCRAFT INFORMATION The airframe logbook indicated that the aircraft had a total time of 4,480 hours with 6 hours flown since the last 100-hour inspection. The logbook did not indicate any outstanding airworthiness directives and all entries had been endorsed by an FAA certified mechanic or inspector. The engine logbook indicated a total engine time of 2,268 hours with 477 hours since the last overhaul, which was performed by the Textron-Lycoming factory. A 100-hour inspection was performed on June 20, 1997, with no safety of flight items noted. WRECKAGE AND IMPACT INFORMATION The wire impact point was approximately 75-100 feet agl midway between two support towers. There were no orange spheres attached to the power lines at the point of impact. A postimpact fire consumed a major portion of the airframe and neither control system nor fuel system continuity could be established. The landing gear and wing flap actuators were retracted and both the pitch and yaw trim tabs were in the neutral position. The right cabin door appeared to have been unlatched and partially open at impact. All flight instruments had been destroyed by fire and there was no evidence of any onboard aircraft or pilot documentation. The tail section was intact and contained the ELT which had broken loose from its mounting bracket and was found in the tail cone, armed, but separated from its transmitting antenna. The propeller was found attached to the engine crankshaft flange and exhibited a 2-inch-deep cut in the leading edge of one blade 6 inches inboard from the blade tip. A smaller, 1-inch-deep cut was also noted in the blade leading edge at the quarter span position. The blade also exhibited torsional twisting, aft bending, and chordwise lacerations on the cambered side. The other blade was severed at the quarter span and the detached portion was not found. METEOROLOGICAL INFORMATION At the time of the accident, the weather was reported to be VMC with 30 miles visibility. The temperature and dew point were 104 and 68 degrees Fahrenheit, respectively, and the wind was from 230 degrees at 5 knots. The altimeter setting was 30.05 inHg, and the density altitude was 7,200 feet msl. A Safety Board computer program was utilized to determine the position of the sun at the time of the accident. According to the program, the sun's position from the accident site at 1348 was on a magnetic bearing of 204 degrees at an elevation of 69.8 degrees above the horizon. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy and toxicological investigation was performed on the pilot by the San Bernardino County Coroner's Office. No evidence of drugs, alcohol, or carbon monoxide impairment was detected. TESTS AND RESEARCH The aircraft engine was disassembled and inspected with no evidence of internal mechanical failure, foreign object damage, or incorrect assembly. The fuel injection system was clear with no evidence of fuel contamination. The piston faces did not show unusual operating signatures or valve impressions and the rings were slightly worn. The camshaft lobes were not excessively worn. There was no evidence of cracked or burned intake or exhaust valves. It was not possible to establish ignition system continuity due to fire damage to the magnetos and sparkplug leads. All sparkplugs were slightly worn, but indicated normal combustion with a moderately rich mixture when compared to the Champion plug check chart. The exhaust muffler for the No. 2 and No. 4 cylinders had a partially collapsed internal baffle. The Textron-Lycoming Engine Operations Manual (part no. 60297-12, page 3.37, figure 3-21, Sea Level-Altitude Performance Chart) indicated that at 7,200 feet density altitude, the engine was capable of developing approximately 72 percent of its rated power. ADDITIONAL INFORMATION The sheriff's deputies who responded to the accident retrieved the objects that were thrown from the airplane prior to the accident. They stated that the objects were three pieces of luggage containing the personal effects of the deceased. They estimated the total weight of all three to be less than 100 pounds. The aircraft was released to a representative of the registered owner at the conclusion of all examinations on September 26, 1997.
failure of the pilot to see-and-avoid high voltage power lines, while coping with a lack of engine power during a go-around in a high density altitude condition. Factors relating to the accident were: high density altitude that resulted in a normal reduction of engine power; partial obstruction in the exhaust system that resulted in an additional loss of power; and the encounter with power lines.
Source: NTSB Aviation Accident Database
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