DFW05FA099

The airplane struck an unmarked static power line approximately 55 feet above the water while maneuvering at low altitude over a lake. Multiple witnesses adjacent to the accident site reporting observing the airplane flying low over the water just prior to striking the wire. Visual meteorological conditions existed, and there were no obstructions to visibility at the time of the accident. The logbook for the 350-hour private pilot were not obtained during the accident investigation. Flight control continuity was established and no mechanical anomalies were noted with the engine or airframe.

History of flight

On April 10, 2005, approximately 1145 central daylight time, a Piper PA-28R-200 single-engine airplane, N2981R, was destroyed when it impacted water following an in-flight collision with an unmarked static power line while maneuvering over Lake O' the Pines, near Jefferson, Texas. The private pilot and two passengers were fatally injured. The airplane was registered to RLK Aviation, of Wilmington, Delaware, and was being operated by Skymates, of Arlington, Texas. Visual meteorological conditions prevailed and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight originated from the Shreveport Regional Airport (SHV), near Shreveport, Louisiana, at an unknown time with an unknown destination.

Multiple witnesses located in the vicinity of the accident site provided written statements to the NTSB investigator-in-charge. Below is a summary of the witnesses' observations.

The first witness, located slightly north of the bridge in an area called "Alley Creek" along Farm to Market (FM) Road 729, reported that while fishing, he heard the sound of a low flying airplane and observed the airplane "lift up to avoid hitting the bridge." He added that after passing over the bridge, the airplane started a turn to the right as one of the wings clipped the power line.

A second witness, who was driving across the FM 729 bridge, stated that he observed the airplane fly over the bridge to the north at a low altitude.

A third witness, who was also fishing just north of the FM 729 bridge, reported hearing a small airplane followed by a "crash sound." Subsequently, the witness observed the airplane impact the water.

A fourth witness, located on the southeast side of the FM 729 bridge, stated that they heard "a big crash sound," and then turned around to observe the airplane impact the approximately 300-yards west of his position.

Personnel information

The pilot held a private pilot certificate with an airplane single-engine land rating. The pilot was issued an FAA third-class medical certificate on May 1, 2003, with no limitations or waivers. The pilot reported on his most recent medical application that he had accumulated 350-hours of flight time. The pilot's logbooks were not located during the course of the investigation.

Aircraft information

The low wing 1969-model, serial number 28R-35370, was a semimonocoque design airplane, configured for a maximum of four occupants, and featured a retractable landing gear. The airplane was powered by a normally aspirated, direct drive, air-cooled, horizontally opposed, fuel injected, four-cylinder Lycoming IO-360-C1C engine, serial number L6628-51A, rated at 200 horsepower, driving a two-bladed constant speed Hartzell propeller.

According to the airframe and engine logbooks, the airplane's most recent 100-hour/annual inspection was on February 20, 2005, with an airframe and engine total time of 2,836.2 hours and an engine time since major overhaul of 347.58 hours. The airframe and engine time at the accident site could not be determined due to the extent of the damage to the engine tachometer and Hobbs meter. The most recent maintenance performed on the airplane was oil change, performed on March 24, 2005, at an airframe and engine total time of 2,885.9 hours.

Meteorological information

The closest weather reporting station to the accident site was located at the East Texas Regional Airport (GGG), near Longview, Texas, approximately 30 nautical miles southwest of the accident site. At 1153, the automated surface observing system at GGG reported wind from 130 degrees at 8 knots, visibility 10 statute miles, few clouds at 3,700 feet, broken cloud layer at 4,500 feet, temperature 24 degrees Celsius, dew point 16 degrees Celsius, and an altimeter setting of 29.79 inches of Mercury.

Wreckage and impact information

The main wreckage was located in an area of Lake O' the Pines called Alley Creek, submerged in approximately 12-feet of water. The Global Positioning System (GPS) coordinates recorded at the accident site using a hand held GPS unit were latitude 32 degrees 48.305 minutes North and longitude 094 degrees 35.083 minutes West.

Examination of the accident site revealed that the top static power line oriented on an east-west heading was sheered approximately midspan across a 200-yard section of water. Debris from the airplane was spread throughout a 200-foot circumference from the main wreckage. On April 10, 2005, the Marion County Search and Rescue Team recovered a floating portion of the inboard right wing in the vicinity of the main wreckage. On April 11, 2005, the Search and Rescue Team recovered the fuselage, engine, left wing, and propeller.

Examination of the fuselage revealed that both wings were separated at the wing-root attach point. The fuselage area aft of the baggage compartment was twisted and buckled. The forward roof structure of the fuselage was pealed away. Flight control continuity was established aft to the rudder and stabilator from the cockpit control column. Aileron control cables were found separated approximately midspan for both wings. All control cable separations displayed "broom-straw" fraying and were found consistent with overload. Measurement of the flap actuator revealed that the flaps were in the "down" position. The fuel selector was found positioned to the right fuel tank.

The left wing was crushed throughout its length. Approximately midspan, the wing was bent aft at an approximate 45-degree angle. The aileron remained attached to the wing at the outboard mount. The flap remained attached to its respective mounts. The fiberglass outboard wingtip was separated from the wing.

The inboard portion of the right wing was recovered. Thin scored marks were observed outboard of the fuel-filler cap across the surface. The flap remained attached to its respective mounts. Visible evidence of fluid was observed inside the fuel tank.

The stabilator remained attached to its respective attach points, with minor dented and bent surfaces. The rudder remained attached to the vertical stabilizer and displayed minor damage, with leading edge crushing on the top portion of the vertical stabilizer.

A representative from the Upshur Rural Power Company reported to the NTSB IIC that the power poles on either side of the water were approximately 75 feet in length, and were anchored approximately 10-feet into the ground. It was also reported that the severed static line at midspan was about 55-feet above the water.

Medical and patholigcal information

An autopsy was performed on the pilot by the Harrison County Medical Examiner's office of Marshall, Texas.

Toxicological tests on the pilot were conducted by the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma.

Tests and research

On April 13, 2005, at the facilities of Air Salvage of Dallas, near Lancaster, Texas, the wreckage was examined by representatives from Piper Aircraft, Lycoming Engines, and the FAA under the supervision of the NTSB IIC.

Examination of the engine revealed that the throttle was in the full open position at the fuel injector. Fuel was observed within fuel pump, fuel injector, and fuel-flow divider. The oil suction screen was removed and found free of contaminants. When compared to the Champion Aviation Check-A-Plug Wear Guide (Part Number AV-27), all spark plugs displayed signatures consistent to normal operation. Both magnetos remained intact to their respective mounting pads, but did not produce spark at the outlet towers when rotated by hand. The insides of both magnetos were soaked with water. Rotational scoring was observed on the Bendix drive starter mechanism. The engine was rotated from the vacuum pump accessory drive, and the valve-train continuity and compression were established on each cylinder