19990528015569I

On may 28, 1999, at approximately 1400 hours EDT, I was preparing to depart goose creel airport (28A) for a short cross country flight to pageland, SC, (pyg) unity, SC, (private) and return to 28A. I completed a thorough pre-flight of my aircraft. No discrepancies were found. I got into the aircraft and put on my seat belt and shoulder harness. I secured all equipment and started the engine. While waiting for the coolant temperature to reach 140 degrees f., I set instruments and radios. As the temperature reached 140 degrees, I performed the run up. The engine was "ok". I did a flight control check and found all controls to be free and clear. I taxied to the departure end of runway 04, slam the door and announced my departure. I applied full throttle and the engine RPM came up to maximum. At 15-20 mph indicated, I applied forward stick pressure to raise the tail of the aircraft. At approximately 40 mph, I rotated and started to climb. At approximately 50 mph, I maintained runway heading for a few seconds then apply aft elevator, left rudder and left aileron to start a climbing left turn to depart traffic pattern at goose creek. I was in a 35-40 degree banked climb when the fiberglass seat bucket broke loose from its mounting. I felt a slight downward and aft movement at that time. I immediately realized that the control sick had jammeed in a climbing left turn. I checked for a place to land that was in the airplane's flight path. I was approaching a golf course so I reduced the power and applied the right rudder to help straighten the flight path and loose altitude. As I approached a fairway, it became apparent that the golfers were not aware of my dilemma and made no effort to clear themselves or their carts from my path. I applied full power, some aft stick and right rudder. The aircraft climbed above the trees in a right slip. At this point I tried to determine what was wrong with the controls. I thought maybe I had hit a bird. I checked the engine which was "ok". I spotted what appeared to be a cut field in my flight path, but as I got closer, I saw utility lines in the way. I then realized that I must find the airport and attempt a landing there. Again, I applied some power and climbed as best as I could. The stick was still jammed in a 35-40 degree bank. I spotted the airport to my left. Knowing I can't fly a standard pattern, I controlled altitude with power and let the aircraft do a left turn to final. The pattern was flown in a left turn until just above the runway, I closed throttle and applied right rudder to arrest left turn. Having the runway made, I applied aft elevator to flair the aircraft. The aircraft contracts the runway in a left bank that connot be arrested. There was no crosswind to help or hinder the situation. The aircraft rolled to the left and continued off the runway and into a lake that adjoins the runway. The aircraft noses over and the cockpit submerges. At that point, I opened the door, unfastened the lap and shoulder belts and exited. After swimming to shore, I was helped in securing the aircraft. We removed it from the lake and towed it to the ramp area. On inspection of the aircraft, we found that the fiberglass seat bucket had detached itself from a steel tube that is located across the cockpit from on side to the other. The leading edge of the seat was attached at the steel tube with cable ties that had broken also, the leading edge of the seat was found to be very flexible which allowed it to move. The seat was forced down on the aileron and the elevator's push-pull tubes. The elevator control remained moveable, but much heavier than usual. The full span flaperons could not be moved with as little as 20 lbs. Of pressure on the seat bottom. Also, the cable ties used to attach the seat to the airframe had only plastic keepers, not steel. Damage to the aircraft's structure looks to be minimal. The spinner was damaged and one blade of the three bladed prop. All radios and instruments were damaged. Two bolts on the landing gear were bent when the aircraft was pulled from the lake. I immediately drained all fluids and replaced with fresh. I purged the fuel tank and lines, removed bowls from carburatos and flushed them. I was able to start the engine and held the RPM to the maximum of 3000 to let it reach operating temperature. After shutting it down, I allowed the engine to cool and then restarted it. The procedure was done five times. A mechanic has not inspected the aircraft at this time. I experienced no injuries except for some soreness in my wrist and shoulders.