The private pilot reported that, during takeoff for a local personal flight in Xenia, Ohio, his seat unexpectedly moved rearward, and the seat back tipped rearward.
As the seat slid rearward, he inadvertently applied aft yoke and his feet came off the rudder pedals, which resulted in a loss of directional control. The Cessna 172 went off the left side of the runway and struck a ditch, which resulted in substantial damage to the airplane.
A postaccident examination of the seat revealed that the forward outboard metal tang on the seat base that retained the base to the track was deformed. The forward outboard position of the base also contained the locking pin mechanism that adjusted the seat fore and aft and locked the seat into position.
The deformation of the metal tang likely allowed the seat to become detached from the track and disengaged the locking pin, which allowed the seat to slide rearward.
The seat back structure would not lock in any position after the accident. The reason why the seat back could not lock in position could not be determined.
The FAA had previously issued an airworthiness directive (AD) that required repetitive inspections of the seat mechanism, including inspections of the tangs on the seat base. A review of airplane’s maintenance records showed that the inspections had been performed in accordance with the AD.
The deformation of the tang was consistent with a lateral deformation due to a sideways force, but it could not be determined if the deformation was present during the most recent inspection.
A review of the airplane maintenance discrepancy records showed that, the day before the accident, a different pilot had entered a maintenance discrepancy, which noted that the “left seat slid back three times during flight.”
The following day, a mechanic repaired the hold-down spring and returned the airplane to service. After that repair and before the accident flight, another pilot entered a maintenance discrepancy, which noted that the “left front seat was in the reclined position and would not lock in the upright position.”
The records showed that the discrepancy had not been corrected before the accident flight.
It could not be determined whether or not the accident pilot was aware of the previous discrepancy reports.
The National Transportation Safety Board determined the probable causeof this accident as the failure of the seat track mechanism, which led the pilot to inadvertently apply aft yoke and lift his feet off the rudder pedals and resulted in a loss of directional control during takeoff.
NTSB Identification: CEN15LA024
This October 2014 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Never heard of the Cessna shuffle from back in the Cessna tail dragger days? eh
I had this happen on take off with my flight instructor with me about 50 feet off the runway in a 172. This was in 2001 I was able to not pull on the yoke, I think grab the bottom of the instrument panel and pull myself back to where I could reach pedals and yoke and continue the take off. It all happened so quickly I remember he looked at me and ask if I needed help, I said I got this and it was over. I recall we talked about it during the flight as I told him I had just read about this happening to a pilot of a 172 in Florida some time a year or so ago leading to a crash and death. The family had sued and won against Cessna. This might have lead to the AD. A good idea to double check the seat latch every time.
I do not know about the 172 AD, but the 150’s and 152’s have had a seat AD for decades (it is a rail inspection if I remember right). Our 182 has a sort of slick deal – it is an inertial reel bolted into the floor on the pilot side. You have to ease that seat back super slowly, or it will grab you and stop you instantly. I’ve always taught people to really mash on the rudder pedals after they get their seatbelt and shoulder harness on, and rock that seat, while holding the bottom of the panel. The 150/152 seats are not real bad (they have a low wall behind them that stops them) but the rest of the Cessnas most people fly will definitely get you if you are not good about double checking.
The seat was not properly inspected by the pilot nor the mechanic. I was not repaired properly either. In addition Cessna has for years supplied an inertia reel strap to help prevent the seat from moving backwards, at no cost. Why didn’t the owner have this done years ago?
How could the pilot not have found a bad seat if the previous pilot was not able to get the seat back to stay in place, and it wasn’t repaired? Why was this aircraft on the line for rent? Unbelievable!
I survived that same seat suddenly going backwards in a 150 Cessnaon my first solo take off. What I did was the instant the seat went back I pushe the yoke forward an let go. I was maybe 100 feet above the ground then I tried to find anything solid to pull my self up. That done the door popped open. I found it was hard to close with the straight ahead flight so I slipped to the door side to put pressureon the door. The door shut easily.
I went around landed for my next take off. Great plane not built like a tank.
Hope this helps the next pilot.
The real reason it that the seat was not repaired properly.
To save money, some aircraft owners look for an A&P who will “pencil whip” AD compliance. Cessna seat tracks and seat construction has been subject to the AD for nearly 30 years. The FAA and the aviation community needs to pay more attention to the critical nature of a simple seat.
Good observation. In aircraft maintenance “A penny saved is a penny earned…” is not necessarily true, nor is it a good idea. I won’t willingly fly into a T-storm, and I won’t put up with shoddy maintenance. The outcome is likely to be the same.