FTW04FA037

The 350-hour non-instrument rated private pilot was told by the air traffic control tower operator to report midfield downwind under dark night visual meteorological conditions. The controller contacted the pilot of the accident airplane when it was abeam the approach end of runway 35, asking him if he could see the runway. The pilot confirmed he saw the runway, and was cleared to land. Subsequently, the airplane struck power lines running perpendicular to the approach end of the runway. Tower personnel reported observing a "flash similar to the explosion of a transformer." Runway 35 featured a displaced threshold of 1964 feet, and was equipped with runway lighting. At the time of the accident, the wind at the airport was reported from 320 degrees, at 16 knots gusting to 25 knots. No distress calls were received from the pilot prior to the accident. No anomalies were noted in the airframe or engine during the course of the investigation.

History of flight

On December 9, 2003, approximately 1905 central standard time, a Piper PA-28-181, single-engine airplane, N47413, was destroyed when it impacted terrain following an in-flight collision with power lines while on final approach to runway 35 at the Sugar Land Regional Airport (SGR), near Sugar Land, Texas. The non-instrument rated private pilot and his passenger were fatally injured. The airplane was registered to Airmar, Inc, of Cypress, Texas, and was being operated by MVP Aero Academy of Houston, Texas. Dark night visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The local flight originated from the Weiser Airpark (EYQ), near Houston, Texas, at 1830, and was destined for SGR.

The controller at the SGR air traffic control tower reported that the pilot first reported in 8 miles north of SGR, and was told to report midfield downwind. The controller contacted the pilot of the accident airplane when it was abeam the approach end of runway 35, asking him if he could see the runway. The pilot confirmed he saw the runway, and was cleared to land. Subsequently, the controller reported seeing "a flash similar to the explosion of a transformer," followed by loss of electric power to the tower and runway lights. Tower personnel did not recall seeing a landing light from the airplane, but confirmed that the airplane was at 1,000 feet on downwind.

Personnel information

The pilot held a private pilot's certificate with an airplane single-engine land rating, issued on March 5, 1998, and was issued a third-class medical certificate on March 4, 2003, with the limitation, "Must wear corrective lenses."

Information regarding the currency of pilot in regard to night operation at SGR and the purpose of flight is unknown. It was reported to the NTSB investigator-in-charge (IIC) that the pilot had accumulated approximately 350-hours of flight time. The pilot logbooks were not located during the course of the investigation.

Aircraft information

The 1979 model Piper PA-28-181 airplane was a low wing semimonocoque design airplane, with a fixed landing gear, and was configured to carry a maximum of four occupants. The airplane was powered by a normally aspirated, direct drive, air-cooled, horizontally opposed, carbureted, four-cylinder Lycoming O-360-A4M engine, serial number L-31001-36A, rated at 180 horsepower. The airplane was equipped with a two-bladed fixed pitch propeller.

Review of the aircraft maintenance records revealed the aircraft underwent its most recent annual inspection on November 3, 2003, at an airframe time of 4,584.38 hours. The airframe had accumulated 73.79 hours since its most recent inspection at the time of the accident. The engine was last overhauled on September 3, 2003, and had accumulated a total of 167.58 hours at the time of the accident.

The aircraft was last refueled at 1810 on the afternoon of the accident with 18.4 gallons of 100LL fuel. A sample was taken from the fuel farm at EYQ during the morning of December 10, 2003, and no fuel anomalies or contamination were reported.

Meteorlogical information

At 1853, the automated surface observing station at SGR reported the wind from 320 degrees at 16 knots, gusting to 25 knots, visibility 10 statute miles, sky condition clear, temperature 61degrees Fahrenheit, dew point 34 degrees Fahrenheit, and an altimeter setting of 29.89 inches of Mercury.

Communications

The tower recording tape of the radio communications was reviewed. It revealed that the pilot contacted the controller to announce his intentions. "N47413 inbound from the North." The tower responded by presenting the aircraft with active runway, 35, and current weather information, " wind 310 at 14 to 26." The controller instructed the pilot to report when he reached midfield downwind. Shortly after, the controller questioned the pilot, "you have the runway in sight don't you?" The pilot responded by saying he did have the runway in sight and was subsequently cleared to land by the controller.

Aerodrome information

SGR is a controlled airport operating under class D airspace during the hours of 0600 - 2200 daily. The controlled airspace encompasses a 4.2 nautical ring, from the surface to 2,600 feet msl. The field elevation for SGR is 82 feet. SGR is equipped with an automated surface observing system, a lighted wind indicator, and pilot controlled runway lighting on the common traffic advisory frequency during uncontrolled hours.

The airport features a single concrete runway, 8,000 feet in length, and 100 feet wide, oriented on a heading of 350 and 170 degrees respectively. The threshold for runway 35 is displaced 1,964 feet. Runway 35 is not equipped with either a PAPI or a VASI to assist flights flight crews to attain the proper descent profile, but is equipped with an ILS / DME instrument approach. Due to its alignment, Runway 17 is used 8 to 9 months out of the year.

Wreckage and impact information

The main wreckage was located approximately 65 feet south of runway 35. The Global Positioning System (GPS) coordinates recorded at the accident site using a hand held GPS unit were 29 degrees 36.668 minutes north latitude and 095 degrees 39.332 minutes west longitude, at an elevation of approximately 82 feet msl. The airplane impacted terrain on a heading of 352 degrees, and came to rest upright on a heading of 115 degrees adjacent to two sets of railroad tracks. The wreckage debris path measured 329 in length. The initial ground impact was located on the southern most set of railroad tracks that ran on an east / west heading, approximately 60 feet south of the main wreckage.

At the start of the debris path, a set of electrical transmission lines, approximately 34 feet in height, were severed. Multiple paint chips and debris were found within the vicinity of the downed power line. Two power line poles were bent, with the crossbars intact. An employee of the airport reported to the IIC that one of the power lines severed had an orange ball installed, slightly right of the runway centerline.

The left wing was located 90 feet south of the main wreckage, separated at the wing attach point. The outboard 6 feet of the left wing leading edge was crushed aft to the main wing spar. Signs of arcing (sparks) on the underside of the left wing were found between the tie-down rings. There were scrape marks slightly aft of the fuel cap, from the center of the wing at an approximate 45-degree angle to the leading edge. Visual signs of fuel were observed in the left wing fuel tank. The fuel cap was missing. The aileron and flap remained attached to their respective attach points. The inboard 3 feet of the aileron was bent downwards.

The right wing was separated at its attach points, but remained attached to the fuselage by flight control cables. The outboard two feet of the right wing was crushed aft. Visible signs of fuel were observed in the fuel tank, and the fuel cap was found secure. Both the aileron and flap remained attached to their respective attach points.

The fuselage was twisted counterclockwise forward of the baggage compartment. The roof of the fuselage was torn aft. The left forward side of the fuselage was significantly deformed. The instrument panel and surrounding area remained intact. Examination of the cockpit revealed the left control yoke was separated. The right control yoke's left horn was broken. The throttle was observed in the full forward position, and the mixture was approximately one inch from idle cutoff. Carburetor heat was off. The primer was in the in and locked position. The flap handle was in the "up" position. The master switch was in the "on" position, and the avionics master switch was in the "on" position. The suction gauge indicated 0. The transponder was in the "ALT" positio