What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-23) Approximately one hour prior to the accident, N604GA rejected a take-off attempt due to lack of airspeed indication on both the PIC and SIC airspeed indicators. The aircraft taxied to midcoast aviation, a mechanic "blew out" obstructions in both pilot/static lines, having gained access to lines in the cockpit. The lines were reattached (no static tests accomplished). The midcoast mechanic then signed the ferry permit "ok for one time ferry flight". N604GA taxied out, accomplished a high speed taxi (toward the east on runway 8R), turned around at the approach end of runway 26L and after ATC clearance took-off (under a ferry permit authorization) on an IFR flight. The ferry permit contained several limitations, the following list were disregarded by the PIC: #6. IFR in VMC conditions...provided all equipment required for IFR flight is operational and certified...#11. The PIC...shall notify ATC of the non-standard nature of the aircraft...#a. compass swing, functional check of avionics equipment must be performed. N604GA departed sus, disappeared from radar contact, with no further radio contact. N604GA crashed into howell island 2.2 miles west of sus. This was the first flight of N604GA after the September 2004 maintenance accomplished by midcoast aviation on AD 2004-01-11. Follow-up investigation supports that during the replacement of elevator trim cables to comply with AD 2004-01-11, the cables were improperly installed, resulting in the cockpit trim functions for elevator trim running opposite from normal. End of report.
As the FAA filed it
(-23) APPROXIMATELY ONE HOUR PRIOR TO THE ACCIDENT, N604GA REJECTED A TAKE-OFF ATTEMPT DUE TO LACK OF AIRSPEED INDICATION ON BOTH THE PIC AND SIC AIRSPEED INDICATORS. THE AIRCRAFT TAXIED TO MIDCOAST AVIATION, A MECHANIC "BLEW OUT" OBSTRUCTIONS IN BOTH PILOT/STATIC LINES, HAVING GAINED ACCESS TO LINES IN THE COCKPIT. THE LINES WERE REATTACHED (NO STATIC TESTS ACCOMPLISHED). THE MIDCOAST MECHANIC THEN SIGNED THE FERRY PERMIT "OK FOR ONE TIME FERRY FLIGHT". N604GA TAXIED OUT, ACCOMPLISHED A HIGH SPEED TAXI (TOWARD THE EAST ON RUNWAY 8R), TURNED AROUND AT THE APPROACH END OF RUNWAY 26L AND AFTER ATC CLEARANCE TOOK-OFF (UNDER A FERRY PERMIT AUTHORIZATION) ON AN IFR FLIGHT. THE FERRY PERMIT CONTAINED SEVERAL LIMITATIONS, THE FOLLOWING LIST WERE DISREGARDED BY THE PIC: #6. IFR IN VMC CONDITIONS...PROVIDED ALL EQUIPMENT REQUIRED FOR IFR FLIGHT IS OPERATIONAL AND CERTIFIED...#11. THE PIC...SHALL NOTIFY ATC OF THE NON-STANDARD NATURE OF THE AIRCRAFT...#A. COMPASS SWING, FUNCTIONAL CHECK OF AVIONICS EQUIPMENT MUST BE PERFORMED. N604GA DEPARTED SUS, DISAPPEARED FROM RADAR CONTACT, WITH NO FURTHER RADIO CONTACT. N604GA CRASHED INTO HOWELL ISLAND 2.2 MILES WEST OF SUS. THIS WAS THE FIRST FLIGHT OF N604GA AFTER THE SEPTEMBER 2004 MAINTENANCE ACCOMPLISHED BY MIDCOAST AVIATION ON AD 2004-01-11. FOLLOW-UP INVESTIGATION SUPPORTS THAT DURING THE REPLACEMENT OF ELEVATOR TRIM CABLES TO COMPLY WITH AD 2004-01-11, THE CABLES WERE IMPROPERLY INSTALLED, RESULTING IN THE COCKPIT TRIM FUNCTIONS FOR ELEVATOR TRIM RUNNING OPPOSITE FROM NORMAL. END OF REPORT.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.