The pilot reported that, before the flight, he was rushed and did not follow the preflight checklist. During the takeoff with the Cessna 172 near maximum gross weight with three passengers on board, he noticed that it was accelerating slowly but that the airspeed was sufficient.
He applied elevator back pressure to rotate, but he immediately noticed that the control lock was still in place on the yoke, and he attempted to remove it, to no avail.
He added that he did not recall trying to abort the takeoff or reduce power.
The airplane overran the end of the runway at the airport in St. Petersburg, Florida, hit water, and turned over before sinking. The airplane sustained substantial damage to the fuselage and empennage.
The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
Probable cause: The pilot’s failure to remove the gust lock before flight, which resulted in the airplane’s inability to rotate and a subsequent runway overrun. Contributing to the accident was the pilot’s failure to follow the preflight checklist.
NTSB Identification: GAA19CA085
This November 2018 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.
I’d suspect subtle incapacitation and probably chronic fatigue as a factor; eat, drink, and sleep. When confronted with an error, if possible take a moment to assess and review. It happens in big cockpits too, that’s why there’s two, or three, or four pilots assigned.
grump
Even before leaving the parking, all controls should be checked of free movement over the whole range.
Even before leaving the parking, all controls should be checked of free movement over the whole range.
BTDT, on a quick turn around many years ago in a rental 172. I made two errors that time—didn’t shut down the engine (although I did caution the departing passenger to walk to the back of the airplane), and I installed the gust lock but didn’t remove it as we started to taxi out. But fortunately I realized it was still in place just after I started the take off roll, pulled the throttle to stop, and removed it. Lessons learned. I have never done either of those errors again.
The pilot admitted: “The pilot reported that, before the flight, he was rushed and did not follow the preflight checklist. ”
You let that happen to you, being “rushed,” not following the checklist— and your story will be in this spot next month.
This may be the man who calmed his passengers promising “Don’t worry, it will smooth out once we get to altitude and level off.”
Former Air Force T-33 instructor from Webb AFB
“The pilot reported that, before the flight, he was rushed and did not follow the preflight checklist.” < he was rushed, so it's okay. Everyone calm down.
Read the NTSB reports. The pilot was a CFI and CPL. This was a commercial flight to allow the pax to test equipment (employees of a FL state/county department — forgot the name of it).
So, in a rush, got in the plane and a pax told him the one wing was still tied down. One pax had a picture of the gust lock which did not get into the NTSB report that I could see.
Gust lock in, and half-way down the runway — Plenty of time to pull the throttle and tell tower they had a problem and were aborting.
This one is begging for a check ride.
This moron needs WAY more than a checkride!
This is absolutely amazing! I bet the pilot didn’t check the oil or ensure his passengers were strapped in and that the door was locked! And he must have reached around the gust lock flag to put the key in the mag switch. I hope AVEMCO tells this guy to pound sand!
C.I.G.A.R. Easiest check list to follow for minimal workload. I know of an ATP who flies the warbirds for the CAF and he swears by it. Who’s the captain of the U-172??
Probably didn’t expect it to lift off well with three passengers….but was sure it would any minute now..
An expensive way to learn, and easy to avoid! As long as nobody gets seriously hurt or even killed, however, these negligences keep the economy going. 😏
A habit no matter how rushed you are should be imprinted in your subconscious, control check just before take off. Hopefully you did the first one earlier during your run up or taxi.
Lesson has always been, there is never a need for rush when you’re about to leave the safety of the ground. You can’t pull over up there.
Close & lock door(s)
Fuel on
Fasten seat belt(s)
Controls free
You should be safe if you get engine running. 😎
Duh 🙄
Sounds like no fatalities. A hard way to learn a lesson, but it could have been worse. RIP 172….
I pretty regularly see pilots skip the run up at the end of the runway. Maybe they did it at the hanger but I think most of them skipped it.skipped it entirely.
I will never understand how anyone could get into an accident because of failure to remove the control lock. There are so many opportunities to discover this between start-up and takeoff to discover this issue, including, but not limited to, “controls, free and correct” during run-up, or adjusting control surfaces during taxi based on wind conditions. To have this be a cause of an accident means that the pilot not only did a rushed pre-flight, they also skipped several other steps that should be followed prior to takeoff. I see this as an indication of a pilot who has a cavalier attitude towards flying.
Dan,
I 100% agree with all you’ve said. a lot of opportunities to catch the miss.
A standard gust lock blocks the master and/or mag switches, unless he used a bent coat hangar..!?
Hi Jim, if he did use a coat hanger it should have been painted red with a “REMOVE BEFORE FLIGHT” streamer!
Free & Correct!
Blue skies, Chris @ KDWA
My routine is probably overkill…. I move the controls full travel during the preflight while listening for unusual noises. After everyone is strapped in and the cabin is secure I run the controls through before turning the master switch on to check for obstructions. Finally, I check the controls as part of the run-up check.
No such thing as overkill for something as critically important as controls. Just prior to brake release and throttle going forward “wipe out” the controls one last time and position them for whatever crosswind may be in effect.