Piper PA-28RT-201 accident near Hesperia, California, August 5, 1997
On August 5, 1997 at about 8:48 pm local time, a Piper PA-28RT-201, registered N8227Q, was destroyed in an accident near Hesperia, California (Hesperia airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the pilot to see-and-avoid high voltage power lines, while coping with a lack of engine power during a go-around in a high density altitude condition. Factors relating to the accident were: high density altitude that resulted in a normal reduction of engine power; partial obstruction in the exhaust system that resulted in an additional loss of power; and the encounter with power lines.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 5, 1997 · about 8:48 pm local time
- Place
- Hesperia, California · Hesperia · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28RT-201 PA-28RT-20 · all PA-28RT-201s on the register
- Registration
- N8227Q · no longer on the register · serial 28R-8018081
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Following a go-around in high density altitude conditions, the airplane was observed to enter a shallow climb. It then turned approximately 20 degrees to the right and followed a wide depression in the surrounding terrain without any noticeable gain in altitude. While following this depression, three packages (luggage) were observed being thrown from the right side of the aircraft. After the third package was thrown, the aircraft flew into high voltage power lines, which ran perpendicular to the depression at an altitude of approximately 75 to 100 feet agl. The aircraft then impacted the ground and was destroyed by fire. There were no orange balls or other visually alerting devices attached to the power lines, as the power lines were not in a location normally used by low flying aircraft. A teardown inspection of the engine did not disclose any mechanical malfunction or abnormal wear; however, the exhaust muffler for the No. 2 and No. 4 cylinders had a partially collapsed internal baffle. Density altitude was about 7,200 feet. Aircraft performance charts indicated that at that altitude, the engine would have been developing only 72 percent of its rated power.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 272 hours in all; 200 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,480 hours
- Last inspection: 100-hour inspection, June 20, 1997; 6 hours since
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C6 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: MRY San Jose CA at 6:30 pm
- Destination: L26 CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 030° at 5 knots
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 104°F (40°C), dew point 68°F (20°C)
- Altimeter: 30.00 inHg
- Observation at 8:30 pm from VCV, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.