On August 6, 1996, at 2146 central daylight time, a Beech V35B, N6054Q, registered to a private owner as a Title 14 CFR Part 91 flight, impacted powerlines and poles, during a forced landing following a loss of engine power near Deer Park, Texas. The private pilot received serious injuries and the airplane sustained substantial damage. Night visual meteorological conditions prevailed and a flight plan was not filed. The flight originated from Horseshoe Bay Airpark, Austin, Texas. During telephone interviews, conducted by the investigator-in-charge, and on enclosed statements, witnesses local authorities, and the air traffic data revealed the following information. The flight, inbound to Ellington Field, Houston, Texas, at 2140:25 was cleared by the tower controller to enter a downwind pattern for runway 17R. At 2143:38, the pilot reported a loss of engine power while at 1,300 feet MSL at a location about 7 miles northwest of the airport. At 2144:15 the pilot transmitted "there's no way I can make it to the airport." After diverting toward the La Porte Municipal Airport, at 2144:57, the pilot reported "500 feet and descending." At 2145:49, the pilot stated "I can't make it to La Porte and I see a clear field I'm going down." The airplane impacted powerlines and poles about 3 miles short of the airport. Witnesses reported that engine "noise was not heard" and fire was not observed coming from the airplane during the flight. One witness reported that the airplane "turned to the left and started a nose dive" and another witness called 911. The pilot reported the following information to the FAA inspector. The fuel tanks were filled on August 2, 1995, at Athens, Texas, prior to the flight to Houston, Texas, and Austin, Texas. The pilot estimated the total flight time for the day at 2.5 hours. During the return flight to Houston, the controller cleared the flight into the Class B airspace. At 1,800 feet during the descent, the pilot selected the right fuel tank and about 2 minutes later the engine lost power. The pilot recalled switching the fuel tanks and trying to get the engine restarted. During the forced landing, the airplane struck powerlines and a pole, before impacting the ground. The pilot, who had opened the door prior to the impact, exited the airplane prior to rescue personnel arriving. The pilot was carried by helicopter to the hospital. The pilot further stated that he sumped one fuel tank during the preflight and that he had one tank showing rubber particles in the fuel each time he drained fuel. The other fuel tank had the fuel cell replaced about a year ago and it did not bleed rubber through the sump. Numerous attempts were made by the investigator-in-charge (IIC) to interview the pilot and to obtain the Pilot/Operator Report (NTSB Form 6120.1/2). To date, the pilot has not returned the telephone calls of the IIC and the Pilot/Operator Report has not been submitted to the Board. During a telephone interview, conducted by the investigator-in-charge, company personnel from Houston Power and Light stated that the powerline poles were 65 feet AGL. Paint transfer areas were found on the powerline cables and one of the cables "appeared to have been cut by the propeller." The FAA inspector, the airframe representative, and the engine representative conducted an on site examination of the airplane. The airplane came to rest on a measured magnetic heading of 135 degrees approximately 20 feet from a powerline pole and the right wing components were located near the base of the powerline pole. The flaps were in the retracted position and the gear was extended. The fuel selector was on the right tank, the integrity of the fuel cells was compromised and the fuel lines were melted. Controls at the cockpit were destroyed; however, at the engine, the throttle and mixture controls were connected with the propeller control pulled out at the propeller governor. The No.5 valve cover was crushed with the exhaust and intake pipes crushed and dented. The fuel control unit screen was free of debris, the fuel pump drive coupling was intact and the fuel pump rotated. Fuel was found in the fuel control unit and the fuel pump. The propeller was attached to the crankshaft; however, propeller blade K101933YS was loose in the hub and was bent 20 degrees toward the non-cambered side and was twisted toward the direction of rotation, propeller blade K106311YS had the tip bent 180 degrees toward the non-cambered side and the blade was bent at the shank. Propeller blade K106062YS had marks consistent with the powerline cable size and the blade was twisted. Flight control continuity was confirmed by tracing the control cables. The engine was forwarded to Mobil, Alabama, for further examination. On October 16, 1996, under the oversight of the investigator-in-charge, the engine was examined and prior to the engine test run, the following items were replaced: throttle body fittings, No.5 cylinder rocker arm cover, No.5 cylinder intake pipe, engine mounts, and the ignition harness. During the engine test run, the engine performed within the manufacturer specifications. The ignition harness was tested and produced sparks at all lead ends. A review of the airplane records by the investigator-in-charge revealed that the airplane was manufactured in 1979. At the last annual inspection, conducted on May 16, 1996, the total time on the airplane was 3,245.2 hours and the engine total time was 769.3 hours. The propeller was overhauled on March 9, 1994, and had accumulated 479.7 hours. The fuel selector valve housing gasket and fuel inlet screen gasket was replaced on January 22, 1995. On January 27, 1995, a new right wing fuel cell P/N 35-380135-10 S/N 12-94-654, and sump drain valve was installed. Maintenance records did not reveal any open discrepancies. The airplane was released to the owner's representative.