Boca Raton, FL, USA
N399WH
British Aircraft Corp. (BAC) 167 StrikemasterMK83
The pilot initially stated that he performed a preflight inspection of the aircraft which included a flight control continuity check. He had the passenger disable the gust lock for the flight controls. He performed a flight control continuity check before taxiing onto the runway for takeoff; no discrepancies were reported. The takeoff roll commenced and at the calculated rotation speed (70 knots), he applied back pressure to the stick but noticed an unusual amount of load on the controls. The takeoff roll continued and he performed trim adjustments. He then aborted the takeoff by retarding the throttle, extending the speed brakes, and applying the wheel brakes. He retracted the flaps, briefed the passenger and tower of the situation, and, after realizing that he was unable to stop the airplane on the runway, he opened the canopy. The airplane rolled through a fence then came to rest upright. The pilot also stated that the airplane is kept outside on the ramp at the Boca Raton Airport. Examination of the airplane by an FAA operation's inspector before recovery revealed the control column would only move aft between 1/4 and 1/2 inch. No determination was made as to the position of the control lock in the cockpit. Examination of the airplane following recovery by an FAA airworthiness inspector revealed that the elevator was free to travel through the full range but was noted to be "...very stiff." Additionally, the rudder was "...extremely hard to move in either direction." During movement of the elevator flight control surface, the rudder flight control surface was noted to move, and with movement of the rudder flight control surface, the elevator flight control surface was noted to move. A review of a United Kingdom (U.K.) Civil Aviation Authority (CAA) Mandatory Permit Directive (MPD) No. 2002-001 R1, issued on January 16, 2003, indicates "...partial binding or complete seizure of the elevator/rudder concentric torque tube bearings causing an interconnect between elevator and rudder control systems. This interconnection has resulted in uncommanded rudder movement with the application of elevator control inputs and vice versa. Investigation has determined that bearing seizure was due to inadequate lubrication and water ingress in the elevator torque tube bearings. Aeroplanes subject to external storage are particularly prone to this occurrence." There was no record that U.K. CAA MPD No. 2002-001 R1 had been complied with.
On May 15, 2005, about 0916 eastern daylight time, a British Aircraft Corporation 167 Strike Master MK 83, N399WH, registered to DTK Aviation, Inc., collided with a fence during an aborted takeoff from Boca Raton Airport, Boca Raton, Florida. Visual meteorological conditions prevailed at the time and a visual flight rules flight plan was filed for the 14 CFR Part 91 personal flight from Boca Raton Airport to The Florida Keys Marathon Airport, Marathon, Florida. The airplane was substantially damaged and the commercial-rated pilot and passenger sustained minor injuries. The flight was originating at the time of the occurrence. The pilot initially stated he performed a preflight inspection of the aircraft which included a flight control continuity check. He had the passenger disable the gust lock for the flight controls. He performed a flight control continuity check before taxiing onto the runway for takeoff; no discrepancies were reported. The takeoff roll commenced and at the calculated rotation speed (70 knots), he "...began to apply pressure to stick and noticed an unusual amount of load on the controls. I made a quick trim adjustment to ensure that the forces on the stick were not the results of aerodynamic loads. When the trim changes yielded no change, I initiated an abort (at approx. Vr ((80 Kts.)) by retarding the throttle, extending the speed brakes, and applying the wheel brakes." He notified the tower of the situation, briefed the passenger, and raised the flaps. He also opened the canopy after realizing that he was unable to stop on the runway. The airplane traveled off the end of the runway, rolled through a fence and came to rest upright. The pilot also stated that the airplane is kept outside on the ramp at the Boca Raton Airport. Examination of the airplane by an FAA operations inspector before recovery revealed the control column would only move aft between 1/4 and 1/2 inch. No determination was made as to the position of the control lock in the cockpit. Examination of the airplane following recovery by an FAA airworthiness inspector revealed that the elevator was free to travel through the full range but was noted to be "...very stiff." Additionally, the rudder was "...extremely hard to move in either direction." During movement of the elevator flight control surface, the rudder flight control surface was noted to move, and with movement of the rudder flight control surface, the elevator flight control surface was noted to move. A review of a United Kingdom Civil Aviation Authority (U.K. CAA) Mandatory Permit Directive (MPD) No. 2002-001 R1, issued on January 16, 2003, indicates "...partial binding or complete seizure of the elevator/rudder concentric torque tube bearings causing an interconnect between elevator and rudder control systems. This interconnection has resulted in uncommanded rudder movement with the application of elevator control inputs and vice versa. Investigation has determined that bearing seizure was due to inadequate lubrication and water ingress in the elevator torque tube bearings. Aeroplanes subject to external storage are particularly prone to this occurrence." A review of the airplane maintenance records revealed the airplane was last inspection on June 29, 2004, in accordance with, "...the scope and detail of the inspection program approved by the FSDO for BAC MK 87Strikemaster dated 29 June 2001 and found it to be in safe operating condition at this time." The logbook entry does not indicate airplane total time; therefore, the time since the inspection was not determined. There was no record that U.K. CAA MPD No. 2002-001 R1 had been complied with.
The delay by the pilot-in-command to abort the takeoff after recognizing excessive elevator control forces for undetermined reasons during the landing roll, resulting in the on-ground collision with a fence.
Source: NTSB Aviation Accident Database
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