# Incident 19990222015629I: Piper PA23250, Lewisville, TX, February 22, 1999

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: February 22, 1999, 15:00 local time
- Place: Lewisville, TX
- Damage: Minor damage
- Phase of flight: Normal Cruise
- Operating rules: General operating rules (Part 91)
- Location: 33.0462° N, 96.9942° W: Placed by OpenAirDocs: center of Lewisville, TX, within about 6 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=33.0462&lon=-96.9942&mi=10
- Aircraft: N500LC, registered now (https://openairdocs.org/aircraft/N500LC) (OpenAirDocs)
- Registry model: Piper PA-23-250 (registry code 7102308, https://openairdocs.org/model/piper-pa-23-250) (OpenAirDocs)
- Registry engine: Lycoming TI0-540 series (registry code 41533, https://openairdocs.org/engine/lycoming-ti0-540-series) (OpenAirDocs)
- Reported make and model: PIPER PA23250
- People aboard: 3
- Fatal injuries: 0
- Pilot flight hours: 1,600 total, 7 in this make and model, 15 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19990222015629I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

(-5) ON 21 FEBRUARY 1999 A PIPER PA23-250, REGISTRATION #N500LC, EXPERIENCED A LOSS OF THE EMERGENCY EXIT WINDOW WHILE IN CRUISE FLIGHT OVER LAKE LEWISVILLE, TX. THE AIRCRAFT RETURNED TO ADDISON (ADS). THE AIRCRAFT HAD 1.8 HOURS SINCE IT'S LAST ANNUAL INSPECTION, WHICH WAS COMPLETED ON 18 FEBRUARY 1999. THE MECHANIC, MR. FARRELL TRASK A&P 1422060, WAS INTERVIEWED BY THIS OFFICE. HE STATED THAT THE EMERGENCY WINDOW WAS REMOVED FOR THE ANNUAL. IT WAS INSTALLED BY ANOTHER EMPLOYEE, WHILE HE WAS STATIONED ON THE OUTSIDE OF THE AIRCRAFT TO ENSURE PROPER ALIGNMENT. ONCE INSTALLED, THE TECHNICIAN PRESSED AGAINST THE WINDOW FRAME TO ENSURE THAT IT WAS PROPERLY SECURED. THE DOOR LOCK WAS SAFETIED WITH COPPER SAFETY WIRE, AND THE PLASTIC COVER WAS INSTALLED. MR. TRASK STATED THAT WITHOUT RECOVERY OF THE WINDOW, IT WOULD BE ONLY A GUESS AS TO WHY IT DEPARTED THE AIRCRAFT. IT MAY HAVE BEEN A MECHANICAL FAILURE, OR A BENT ROD THAT LOCKED THE WINDOW IN PLACE UNTIL AIRCRAFT VIBRATION ROLLED THE CAM LOCKING MECHANISM OVER, DISENGAGING THE LOCKING MECHANISM. THIS WINDOW INSTALLATION DOES NOT HAVE A VISUAL REFERENCE TO ENSURE THAT THE LOCKS ARE PROPERLY ENGAGED ONCE INSTALLED. IN THE FUTURE,        MR. TRASK WILL USE A DYE ON THE LOCKING MECHANISM, REMOVE THE WINDOW AFTER INSTALLATION TO CHECK PENETRATION, AND REINSTALL THE EMERGENCY WINDOW. THIS WAY HE CAN ENSURE THAT THE LOCK IS FULLY ENGAGING.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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