This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports.
On approach my student requested I take the Mooney’s controls as he was apprehensive about making a night landing at an unfamiliar airport in a new-to-him airplane.
I obliged and assumed the controls as we entered the downwind for Runway XX.
With landing assured, I began to ease the power back while rounding out into a flare. At about 5 feet AGL, the right control yoke came loose in my hand and the aircraft immediately pitched down toward the runway.
My student grabbed the left control yoke and stabilized the plane for a normal landing.
Once on the ramp, we inspected the right control yoke (which had come completely loose of the shaft) to find several fatigue cracks in and around the yoke socket.
I’m aware of the AD for shaft inspection, however it doesn’t mention the yoke itself.
I also suspect the former owner might have switched the left and right yokes as there were no signs of fatigue on the left yoke, which is the one most often used while flying.
Primary Problem: Aircraft
ACN: 2021488
Not trusting your A&P, IA is like not trusting your doctor. In my 55 years as IA my experience with owners wanting to “assist” an inspection is a constant distraction and interruption to my train of thought. Adds hours to the invoice, which turns out to be what the owner thinks he is going to prevent. “We don’t need to take the seats out. You don’t need to take the mags apart they are ok.” They have no idea. I always furnish the owner the original copy of my my inspection check list. If there were any questions I would always take the time to go over it with them. My inspection check list is very intense, includes a combination of manufactures check lists FARs, ADs, Malfunction & Defect reports ,my personal experience of defects. If you don’t trust your A&P/IA check around your airport you will find out who you can. It is sad I know it’s not like it was years ago. Look for the older guys that have been there for years.
Check, and double checks!!! Befor taxi!!
I worked in bush Alaska many times, and locations, in my younger days, wiring small pre built buildings The co, i workef for rented a Cessna 170 for me as i needed to move 10 ft pipes, , , on one return trip to Bethel, Ak.i noticed a clicking in the Engine. I TOLD MY PILOT I was not going out again till this :”click” ,was resolved!@! ….IT WAS,!!!
Well my post disappeared. I recommend that you ask the owners about the AI on the field about their annuals by the AI. You will soon find out if they trust him or NOT!!
As I read this report and went and looked at what the NTSB had (which was quite lacking — no info on when the latest inspection was done or type inspection, etc.), it seems that this aircraft is subject to 100 hour inspections. And since this is a training aircraft (unless the student owns it) those yokes are supposed to be inspected and lubricated from what I know in working with an A&P/IA as a maint officer when I was in a multi-plane club.
But let’s suppose this airplane isn’t subject to 100 hour inspections. That last Annual should have caught this. How does a Safety pilot fly the plane if they have to take over….. You see and get my point? And what if the owner is also a CFI (or candidate), they will fly the plane from the right seat for practice. I know I do when I’m a Safety pilot. I try to get in a right seat landing or two every chance I can.
This plane had just gone through a pre-buy and an annual inspection. The plane was bought for personal and business purposes, not commercial or training purposes. It had a handful of takeoffs and landings prior to this incident. Thankfully, no one was hurt, and no accident occurred other than the yolk shearing off from the shaft.
“The plane was bought for personal and business purposes, not commercial or training purposes.”
“On approach my student requested I take the Mooney’s controls ….”
This problem, where the yoke detached, is exactly why this is to be inspected during an annual inspection regardless of the purpose/reason for purchasing the aircraft.
When the Piper Tomahawk was new a number of control yikes failed. Many CFI began carrying vise grip pliers to clamp on the shaft.
I suppose it would be prudent to look into changing the person doing the annual inspections. I’m willing to bet that these yoke cracks didn’t suddenly show up between the last inspection and the date of this incident. Many AI’s don’t like when the owner wants to help with his inspections, but I always did. Four eyes are better than two, plus I learned a lot from these guys. I once had my mixture control come apart after an A&P change my carburetor. Luckily, I was taxiing when I discovered the issue. Personally, I wouldn’t allow an A&P or AI to work on my plane if they wouldn’t allow me to help. I hold a repairman’s certificate for my light sport and welcome another set of eyes to inspect what I do. JMHO
Agreed about owner assisted. Honestly I wouldn’t trust anyone of any qualifications to work on my plane without watching them. I do all the work myself and ask for a thorough check of my work. Way too many opportunities for hidden mistakes to happen. In this case though, it sounds like the Mooney was newly purchased. I can imagine this being an easy thing to miss.
Correct. Plane Was just purchased by the owner who had a pre buy inspection and annual done on it 1 month prior.