History of Flight
On April 27, 2013, at 1959 central daylight time, a Piper PA-28R-180 airplane, registration N3970T, was substantially damaged during a wire strike and subsequent ground impact near Norfolk, Nebraska. The two occupants—the private pilot and a passenger—were fatally injured. The airplane was registered to Pro-Flite Incorporated and operated under 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight departed from Norfolk Regional Airport (OFK) at 1957.
Multiple witnesses flying radio-controlled airplanes on the south end of the airport observed the accident airplane take off from Runway 14. After climbing to about 1,000 feet above ground level (AGL), the airplane began a steady descent eastbound to a low altitude and out of sight. Seconds later, the airplane reappeared in a steep left bank and then descended out of sight again.
Earlier, the pilot and passenger had departed Millard Airport (MLE), Omaha, Nebraska, at 1801 for their flight into OFK. Around 1830, two witnesses noticed an airplane similar in type, color, and design to the accident airplane flying at low altitude about 6 miles southeast of OFK. The first witness observed it flying about 100 feet AGL, banking left and right to follow a river basin. The second witness characterized the maneuvers as similar to crop duster operations, with multiple low-altitude passes about 15 to 20 feet AGL.
Personnel Information
The pilot, age 26, held a private pilot certificate with airplane single-engine land and instrument ratings. On March 25, 2010, he was issued a Class 1 limited medical certificate requiring corrective lenses. His flight logbook indicated 212 hours total time, with 40 hours in the make and model of the accident airplane. He completed a flight review on September 25, 2012.
Aircraft Information
The accident airplane, a Piper PA-28R-180 (serial number 28R-30317), was manufactured in 1977. It held a standard airworthiness certificate for normal operations. Total airframe time was 9,937 hours as of the last annual inspection on January 17, 2013. It was equipped with a Lycoming IO-360-B1E engine (serial number L29830-51E) that had accumulated 5,629 hours total, with 1,449 hours since last major overhaul.
Meteorological Information
The weather observing station at OFK reported at 1956: wind 170 degrees at 9 knots, visibility 10 miles, clear skies, temperature 21°C, dew point 3°C, altimeter setting 29.89 inches of mercury.
Wreckage and Impact Information
The wreckage came to rest upright against a line of trees bordering a farm field. The fuselage with the right wing attached was found against trees; the left wing remained partially attached by control cables. The engine and mount were attached to the firewall. The propeller and spinner were separated and lay approximately 8 feet in front of the nose.
A severed, 20-foot-high power line was located about 1,418 feet from the impact site, running parallel to a north-south gravel road. A debris path, including the rotating beacon lens from the top of the vertical stabilizer, was on a heading of 093 degrees from the wire strike. The heading from the wire strike to the wreckage site was 060 degrees, with a line of trees about 50 feet high separating them.
The airplane's windshield, top of the fuselage, and leading edge of the vertical stabilizer showed damage consistent with a wire strike. The vertical stabilizer was separated from the top of the fuselage; both forward and aft fin-to-fuselage attach bracket rivets were sheared. The engine power levers (throttle, prop, mixture) were in mid-travel positions. The horizontal stabilizer trim indicator was in the full nose-down position. Flight control continuity was confirmed to all surfaces.
Fuel was observed at all fuel system components; fuel-carrying lines were intact with no leaks. All fuel system components were secure on their mounts. No defects or contaminants were found during disassembly. Fuel injector nozzles were unobstructed. The engine-driven diaphragm fuel pump discharged fuel when actuated by hand. Spark plugs had a color consistent with normal combustion. The left magneto sparked at all outlet points; the right magneto initially furnished no spark when rotated by hand but produced spark during follow-on testing with a socket. Engine cylinders showed no anomalies via borescope; pistons had normal carbon deposits, and valves were unremarkable. Thumb suction and compression were obtained at all cylinders; valve train and crankshaft continuity were observed. All accessory gears rotated. Examination revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
Medical and Pathological Information
An autopsy performed on April 29, 2013, attributed the pilot's cause of death to blunt force injuries. Toxicology tests detected no carbon monoxide, ethanol, or drugs in the pilot's blood.
Tests and Research
Approximately 1/2 mile east of the impacted power line was a set of high-tension power lines, also oriented north-south. From a position west of the impacted line, the high-tension lines visually aligned with the impacted line. The much larger support poles and lines of the high-tension lines were more visually prominent than the impacted line.