NTSB Identification: ERA14LA015
14 CFR Part 91: General Aviation
Accident occurred Friday, October 04, 2013 in Selinsgrove, PA
Probable Cause Approval Date: 10/27/2014
Aircraft: PIPER PA-22-135, registration: N170JH
Injuries: 2 Serious.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The pilot reported that, during takeoff, he applied full throttle and that, when the airplane began to gain airspeed, he pushed the yoke forward to bring the tailwheel off the runway. The tail did not rise, and the airplane subsequently "jumped" off the runway; the pilot pushed the yoke forward again, but the airplane continued to climb. The pilot then decreased the engine power, the airplane's nose lowered, and the pilot pulled back on the yoke to arrest the descent, but the nose did not rise. The airplane continued to descend at a higher rate, and the pilot applied nose-up trim; however, the airplane subsequently impacted the runway.
Examination of the airplane maintenance logbooks revealed that the accident flight was the first flight after an annual inspection had been completed and that the elevator control cables were replaced during the inspection. Examination revealed that the elevator control cables were installed incorrectly and moved the elevators in the direction opposite to that commanded: when the pilot pushed the yoke forward, the airplane climbed, and, when the pilot pulled the yoke aft, the airplane descended. It is likely that the maintenance personnel installed the flight control cables incorrectly and failed to verify that the routing from the elevator cables to the control yoke was correct during the recent annual inspection and postmaintenance check. It is also likely that the pilot failed to perform an adequate preflight check, which required the pilot to verify that all controls were in the proper position.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The incorrect (reverse) rigging of the elevator cables by maintenance personnel and their subsequent failure to verify that the rigging was correct during postmaintenance checks and the pilot's inadequate preflight check.
On October 4, 2013, about 1420 eastern daylight time, a Piper PA-22, N170JH, impacted the runway immediately after takeoff from Penn Valley Airport (SEG), Selinsgrove, Pennsylvania. The private pilot and passenger sustained serious injuries. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 and no flight plan had been filed. Visual meteorological conditions prevailed for the personal local flight, which was originating at the time of the accident.
According to the pilot, he completed the before takeoff checklist, which included a flight control check of the tailwheel equipped airplane; however, he could not see the elevator from the pilot seat. He taxied the airplane onto the runway, applied full throttle, and when the airplane began to gain airspeed, he pushed the yoke forward in order to bring the tailwheel off the runway. The airplane departed the runway, the pilot pushed the yoke forward again, but the airplane continued to climb at a "low airspeed." The pilot decreased the engine power, the nose of the airplane lowered, and the pilot pulled back on the yoke to arrest the descent. The airplane responded by descending at a higher rate, the pilot applied nose-up trim; however, the airplane impacted the runway. The pilot did not recall any events after the airplane impacted the runway.
According to a witness, he saw the airplane taxiing on the parallel taxiway, then enter the runway without stopping, and begin the takeoff roll. Immediately after the main landing gear departed the runway, the airplane "went into a vertical climb." Then, above the runway, the nose of the airplane dropped, and it descended vertically in a slight left turn. The airplane impacted the runway, which resulted in substantial damage to the wings and fuselage.
According to the airplane maintenance logbooks, the annual inspection was recorded on August 22, 2013, at a total time of 3425.6 hours. The airframe maintenance records indicated that the left hand and right hand elevator cables were replaced at that time.
A postaccident examination of the airplane revealed that the tachometer in the airplane indicated a total time of 3425.9 hours.
In an interview with the mechanics that performed the annual maintenance, they stated that during the annual inspection the mechanics decided to replace the elevator cables since they were frayed. The mechanics routed the new cables in with the part tags attached and a second mechanic confirmed the cable installation. Then, they performed a flight control check utilizing the control column to confirm the correct installation of the elevator cables. Once checking the airplane, one of the mechanics noticed that a bolt was too short, removed, one cable, replaced the bolt with a longer bolt, and reattached the elevator cable. When asked if they verified the cable rigging, both mechanics stated that they confirmed the correct routing from the elevator cables to the control yoke. In addition, they stated there was no maintenance manual for the airplane and they used the illustrated parts catalog in order to install the cables.
Examination of the airplane by a Federal Aviation Administration inspector revealed that the elevator control cables moved the opposite direction as commanded. When the elevator control cable was operated that corresponded to the yoke being pushed forward, the elevator control surface moved in the upward direction or positioned the airplane in a nose up attitude. When the elevator control cable was operated that corresponded to the yoke being pull aft, the elevator control surface moved downward or positioned the airplane in a nose down attitude.
In the operating instructions for the airplane, under the section labeled "Preflight," it stated that "upon entering the plane, the pilot should ascertain that all controls operate normally and are in proper position and that the door is closed and latched."
In the "Maintenance" section of the PA-22 Owners' Handbook, it stated in the "Leveling and Rigging" section that "In rigging the control system of the Tri-Pacer, this procedure should be followed:
(1) Center the nose wheel, rudder pedals, rudder and ailerons with the interconnecting cables slack at turnbuckles, located behind the baggage compartment.
(2) Check the airplane in flight for proper trim with the interconnecting cables slack.
(3) During the flight check, if ailerons do not line up with the flap trailing edges equally, adjust the aileron tab to obtain proper aileron position."
In addition, the Piper Tri-Pacer Inspection Report, section "D. Fuselage and Empennage Group" task No. 9 of stated to "inspect rudder, elevator and stabilizer trim cables, turnbuckles, guides and pulleys for safety, damage, corrosion and operation."
NTSB Identification: ERA14LA015
14 CFR Part 91: General Aviation
Accident occurred Friday, October 04, 2013 in Selinsgrove, PA
Aircraft: PIPER PA 22-135, registration: N170JH
Injuries: 2 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On October 4, 2013, about 1420 eastern daylight time, a Piper PA-22, N170JH, impacted terrain immediately after takeoff from Penn Valley Airport (SEG), Selinsgrove, Pennsylvania. The private pilot and passenger sustained serious injuries. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 and no flight plan had been filed. Visual meteorological conditions prevailed for the personal flight, which was originating at the time of the accident.
According to a witness, he saw the airplane taxiing on the parallel taxiway, then enter the runway without stopping, and begin the takeoff roll. Immediately after the main landing gear departed the runway, the airplane "went into a vertical climb." Then, about 125 feet above the runway the nose of the airplane dropped, and it descended vertically in a slight left turn. The airplane impacted the runway, which resulted in substantial damage to the wings and fuselage.
Examination of the airplane maintenance logbooks revealed that the accident flight was the first flight after an annual inspection had been completed.
http://registry.faa.gov/N170JH
SELINSGROVE — Two Valley residents injured in an Oct. 4 plane crash while taking off at Penn Valley Airport in Selinsgrove have hired a Philadelphia attorney to investigate the accident.
Jim Beasley Jr. said Tuesday that pilot Doug Cromley, of Lewisburg, and his uncle, Todd Cromley, of Winfield, hired his firm shortly after both were seriously injured when the single-engine Piper Pacer they were flying crashed shortly after takeoff.
A preliminary report issued by the National Transportation Safety Board in November said it was the aircraft’s first flight following an inspection. The investigation continues and the NTSB doesn’t expect to issue a final report for several months.
Investigation reported to be thorough
Meanwhile, Beasley said his firm is taking a separate look and examining the maintenance provided by Heritage Aviation, based at the airport.
“We are doing a thorough investigation to ensure it was all appropriate,” he said.
Heritage Aviation Manager Jon Trainor said Heritage has cooperated with the Federal Aviation Administration and Beasley as they work separately to determine what happened.
“We’re certainly helping with whatever is requested,” Trainor said.
Since the October crash, there has been a complete turnover in management and maintenance staff that was unrelated to the incident, Trainor said.
The two mechanics employed at Heritage Aviation in October have left and been replaced by four mechanics. One former mechanic returned home to Texas and the second took another job in the aviation industry, Trainor said.
Before Trainor’s predecessor, Jim Taylor, left to take a similar job in Williamsport, he spoke or provided information to investigators, Trainor said.
Firm: Most crashes not commercial planes
According to The Beasley Firm website, it has been litigating airplane crashes since 1958.
“The smallest error can often lead to disastrous repercussions. In 2010, there were 831 deaths and thousands of catastrophic injuries attributed to aviation accidents,” the firm’s website states.
According to Beasley, there were 2,033 aviation accidents reported by the Aviation Safety Network in 2010 and only 27 involved commercial aircraft.
Source: http://www.dailyitem.com
SELINSGROVE — Two area residents injured in an Oct. 4 plane crash while taking off from the Penn Valley Airport in Selinsgrove have hired a Philadelphia attorney to investigate the crash.
Jim Beasley Jr. said Tuesday that pilot Doug Cromley, of Lewisburg, and his uncle, Todd Cromley, of Winfield, hired his firm after both were seriously injured when the single-engine Piper Pacer they were flying last fall crashed shortly after take-off.
A preliminary report issued by the National Transportation Safety Board in November said it was the aircraft’s first flight following an inspection. The investigation continues and the NTSB doesn’t expect to issue a final report for several months.
Meanwhile, Beasley said his firm is taking a separate look and examining the maintenance provided by Aviation Heritage, based at the airport.
“We are doing a thorough investigation to ensure it was all appropriate,” he said.
Heritage Aviation Manager Jon Trainor said they are working with both the Federal Aviation Administration and Beasley to determine what happened.
“We’re certainly helping with whatever is requested,” he said.
Since the October crash, there has been a complete turnover in management and maintenance staff which was unrelated to the incident, he said.
The two mechanics employed at Heritage Aviation in October have left and been replaced by four mechanics. One former mechanic returned home to Texas and the second took another job in the aviation industry, Trainor said.
Trainor’s predecessor, Jim Taylor, took a similar job in Williamsport and has been cooperating with the investigation.
According to The Beasley Firm web site, they have been litigating airplane crashes since 1958.
“The smallest error can often lead to disastrous repercussions. In 2010, there were 831 deaths and thousands of catastrophic injuries attributed to aviation accidents,” the firm’s web site states.
According to Beasley, there were 2,033 aviation accidents reported by the Aviation Safety Network in 2010 and only 27 involved commercial aircraft.
Story and photo: http://www.dailyitem.com
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