IAD01FA038

The airplane was on a visual approach to the runway 38 minutes after official sunset, with no moon. The airplane approached the airport over rural, heavily wooded terrain that produced low levels of ambient light. Examination of radar data revealed the airplane approached the airport at 120 knots groundspeed, but descended at 1,200 feet per minute. The airplane struck trees and crashed less than 1/2 mile from the approach end of the runway. Examination of the wreckage revealed that the instrument lighting rheostat was in the full bright position, and that there were no mechanical deficiencies with the airplane. The pilot recorded two takeoffs and landings at night about 1 year prior to the accident. Previous to that, the pilot had not flown at night for 7 years. Examination of the environmental conditions at the time of the accident revealed that they were conducive to a "black hole approach", a night visual illusion that results in low approaches, and landings prior to the runway.

History of flight

On March 19, 2001, about 1900 eastern standard time, a Piper PA-28-RT201 Arrow, N2380U, was destroyed during a collision with trees and terrain while on approach to runway 34R at the Manassas Regional Airport, (HEF), Manassas, Virginia. The certificated commercial pilot/owner was fatally injured. Visual meteorological conditions prevailed for the flight that originated at the St. Mary's County Airport (2W6), Leonardtown, Maryland. No flight plan was filed for the personal flight conducted under 14 CFR Part 91.

According to the pilot's son, the pilot flew to St. Mary's to drop off clothes that belonged to his granddaughter, and was returning to Manassas when the accident occurred. The pilot left a message on a telephone answering machine about 1730, saying that he would wait at St. Mary's until 1800, then depart for Manassas.

A review of an Air Traffic Control (ATC) transcript revealed that the pilot contacted the Manassas Tower for landing instructions. According to the transcript:

18:48:08 - Pilot: manassas tower piper two three eight zero uniform with romeo we're six miles east landing manassas.

18:48:14 - Tower: two three eight zero uniform piper type enter the right base three four right report two out.

18:48:20 - Pilot: report two out piper arrow eight uniform.

18:55:06 - Tower: arrow two three eight zero uniform tower.

18:55:09 - Pilot: tower arrow three eight zero uniform three miles out from three four right.

18:55:13 - Tower: okay you on the base yet?

18:55:14 - Pilot: affirmative.

18:55:28 - Tower: eight zero uniform not in sight three four right cleared to land.

The controller made five subsequent radio transmissions to the airplane, and asked another pilot to check the runway for it. The controller received no response from the accident pilot, and the search of the runway was unsuccessful. The controller did not continue the search for the airplane, nor did he initiate overdue aircraft procedures.

Examination of radar data revealed that a target was about 10 miles from the airport, at 1,400 feet msl, when the pilot called for landing instructions. The target approached the airport from the east and was oriented on an approximate right base for landing on runway 34R.

The target continued on the westerly track until it approached the extended centerline to the approach end of Runway 34R, about 6 miles south of the airport. The target then initiated a turn to the south, away from the airport, and completed about a 270-degree left turn to the north, back towards the airport.

A Safety Board air traffic specialist superimposed the airplane's radar track over the GPS Runway 34 approach chart at the Manassas Airport. The target completed the 270-degree turn oriented approximately over the intermediate approach course. The target then passed directly over Peszy intersection, the final approach fix, at 1,600 feet. The target continued towards the airport at 1,600 feet msl, approximately over the 326-degree final approach course. The target continued on that approximate heading and altitude, until 2.3 miles from the approach end of the runway, where it initiated a descent.

The target continued to descend, and disappeared after reaching 600 feet, 1.1 miles from the approach end of runway 34R. From the top of the descent, to the point where the target disappeared, the average groundspeed was 120 knots and the average rate of descent was 1,200 feet per minute.

The wreckage was located in wooded terrain on March 20, 2001, about 1800. The wreckage was 4/10 of a mile from the approach end of runway 34R at HEF, on the extended runway centerline.

The accident occurred during the hours of darkness, approximately 38 degrees, 42 minutes north latitude, and 077 degrees, 30 minutes west longitude.

Personnel information

The pilot held a commercial pilot certificate with ratings for airplane single engine land, multi-engine land, and instrument airplane. His most recent Federal Aviation Administration (FAA) third class medical certificate was issued on April 12, 1999, with no restrictions.

The pilot's logbook was located in the wreckage, and appeared to be meticulously maintained. The most recent entry was on February 13, 2001. As of that date, the pilot had logged 2,116 hours of flight experience, of which 68 hours were in the year prior to the accident. With the exception of 2.3 hours in an instrument flight simulator, all of his flight experience during the previous year was in the accident airplane.

The pilot's most recent biennial flight review (BFR) was completed October 22, 1999. The logbook entry detailed 1 hour of ground school in addition to 1.6 hours of flight time. The pilot completed an instrument competency check November 22, 1999. The flight annotated just prior to the BFR was conducted November 25, 1994.

The pilot logged 251 hours of night flight experience. The most recent logbook entry for night flight was for 1 hour on February 18, 1993. However, the pilot noted 2 takeoffs and landings at night in the remarks section of a day VFR flight logged March 4, 2000.

Aircraft information

The airplane was a 1979 Piper PA-28-RT201 Arrow. Examination of the airplane's maintenance records revealed that it was on an annual inspection program. The most recent annual inspection was completed on November 6, 2000, at 3,394 aircraft hours. At the accident site, the airplane's tachometer showed 3,404 aircraft hours.

Examination of fuel records revealed that at 1630, on the day of the accident, the airplane was "topped off" with 41.9 gallons of 100LL aviation gasoline.

Meteorological information

The weather reported at the Manassas Regional Airport at the time of the accident included clear skies, 10 miles of visibility, and winds from 360 degrees at 5 knots.

According to the United States Naval Observatory, official sunset was at 1822. There was no moon.

Aerodrome information

The daily field inspection for the Manassas Regional Airport for both March 19 and 20, 2001, reported all airport lights were operational. The Precision Approach Path Indicator (PAPI) lights were on continuously.

Wreckage and impact information

The wreckage was examined at the accident site on March 21, 2001. All major components of the airplane were accounted for at the scene. The wreckage path was 225 feet long and oriented 340 degrees magnetic.

The initial impact point (IIP) was a tree strike approximately 60 feet above the ground. A green navigational light and angular cut wood was found near the base of the tree.

The left side of the horizontal stabilator was located 80 feet from the IIP and 20 feet to the left of the wreckage path centerline. The stabilator displayed concave dents along and perpendicular to the leading edge. The trim tab was attached at all three of its hinges.

The outboard tip of the right wing was located 110 feet from the IIP, and 30 feet left of the centerline. This section displayed concave dents along and perpendicular to the leading edge.

The right wing, the vertical stabilator, and the right side of the horizontal stabilator were located 125 feet from the IIP, and aligned with the wreckage path. The wing was separated at the main spar and forward attach fittings.

The outboard portion of the right wing rested against a tree at a 45-degree angle to the ground. The right wing, right flap and right aileron were attached. The right flap was in the 10-degree down position. The aileron bellcrank was separated from its mounting and the bellcrank lever was found next to the landing gear strut assembly. Aileron cable continuity was established from the bellcrank to the wing root, at the point of separation. The cable end was "broomstrawed".

A concave dent perpendicular to the leading edge was located about 1 1/2 feet from the outboard end of wing, and the indentation was abou