What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
2/4/2021-BWK, travel to/from Winchester Airport for N63MP wire strike. Via phone, privacy data omitted states that on 02/03/2021 he departed pdk in N63MP and stopped into bgf (Winchester, TN) for cheap fuel, enroot to jwn. On the approach at bgf during VFR, night conditions he realized he was low on the approach to runway 36. At this time he increased power, leveled off and "all the sudden with no time to react" struck powerlines. He states that there was a flash, slight pitch up, but the planes electrical and engine remained operating. He then made a safe landing on runway 36 and taxied to the ramp.
When asked what he was using for vertical guidance to the runway, he indicated that while the VASI was illuminated, he was not using it for vertical guidance. He stated that it was not until he got closer to the runway that his altitude was not what he thought it was. Realizing he was low, he reiterated, it was night time and just got low, he powered up, leveled off, and shortly after struck the wires.
Upon arrival at bgf. The wires that were struck just south of runway 36 did have orange balls on them as they were now on the ground. The wires were determined from airport drawings provided by the airport manager to be approx 1,000 from runway threshold and 25' above threshold elevation. Conversing with ado office in mem, this is an acceptable height given the distance from the runway threshold. It is below their required 20:1 slope.
The a/c damage is limited to the following: prop has wire strike and burn marks on it. The right wing has a black mark on it from one of the wires. The nose gear door and left main gear door has damage to them. The cowl has a burn mark on it. Field mechanic pulled the cowl to verify no firewall damage.
Pilot is very compliant. Airman counseled under 91.13 careless/reckless operation. Airman reminded of nighttime visual illusions, and to use the VASI for guidance.
Sas task #- T-CE19-FY21-0208
Activity# CE19202101432
Atqa# - A-CE19-21-011
As the FAA filed it
2/4/2021-BWK, TRAVEL TO/FROM WINCHESTER AIRPORT FOR N63MP WIRE STRIKE. VIA PHONE, ^PRIVACY DATA OMITTED^ STATES THAT ON 02/03/2021 HE DEPARTED PDK IN N63MP AND STOPPED INTO BGF (WINCHESTER, TN) FOR CHEAP FUEL, ENROOT TO JWN. ON THE APPROACH AT BGF DURING VFR, NIGHT CONDITIONS HE REALIZED HE WAS LOW ON THE APPROACH TO RUNWAY 36. AT THIS TIME HE INCREASED POWER, LEVELED OFF AND "ALL THE SUDDEN WITH NO TIME TO REACT" STRUCK POWERLINES. HE STATES THAT THERE WAS A FLASH, SLIGHT PITCH UP, BUT THE PLANES ELECTRICAL AND ENGINE REMAINED OPERATING. HE THEN MADE A SAFE LANDING ON RUNWAY 36 AND TAXIED TO THE RAMP.
WHEN ASKED WHAT HE WAS USING FOR VERTICAL GUIDANCE TO THE RUNWAY, HE INDICATED THAT WHILE THE VASI WAS ILLUMINATED, HE WAS NOT USING IT FOR VERTICAL GUIDANCE. HE STATED THAT IT WAS NOT UNTIL HE GOT CLOSER TO THE RUNWAY THAT HIS ALTITUDE WAS NOT WHAT HE THOUGHT IT WAS. REALIZING HE WAS LOW, HE REITERATED, IT WAS NIGHT TIME AND JUST GOT LOW, HE POWERED UP, LEVELED OFF, AND SHORTLY AFTER STRUCK THE WIRES.
UPON ARRIVAL AT BGF. THE WIRES THAT WERE STRUCK JUST SOUTH OF RUNWAY 36 DID HAVE ORANGE BALLS ON THEM AS THEY WERE NOW ON THE GROUND. THE WIRES WERE DETERMINED FROM AIRPORT DRAWINGS PROVIDED BY THE AIRPORT MANAGER TO BE APPROX 1,000 FROM RUNWAY THRESHOLD AND 25' ABOVE THRESHOLD ELEVATION. CONVERSING WITH ADO OFFICE IN MEM, THIS IS AN ACCEPTABLE HEIGHT GIVEN THE DISTANCE FROM THE RUNWAY THRESHOLD. IT IS BELOW THEIR REQUIRED 20:1 SLOPE.
THE A/C DAMAGE IS LIMITED TO THE FOLLOWING: PROP HAS WIRE STRIKE AND BURN MARKS ON IT. THE RIGHT WING HAS A BLACK MARK ON IT FROM ONE OF THE WIRES. THE NOSE GEAR DOOR AND LEFT MAIN GEAR DOOR HAS DAMAGE TO THEM. THE COWL HAS A BURN MARK ON IT. FIELD MECHANIC PULLED THE COWL TO VERIFY NO FIREWALL DAMAGE.
PILOT IS VERY COMPLIANT. AIRMAN COUNSELED UNDER 91.13 CARELESS/RECKLESS OPERATION. AIRMAN REMINDED OF NIGHTTIME VISUAL ILLUSIONS, AND TO USE THE VASI FOR GUIDANCE.
SAS TASK #- T-CE19-FY21-0208
ACTIVITY# CE19202101432
ATQA# - A-CE19-21-011
Other reports on N63MP · 1
Matched to the same aircraft by N-number and date.