ERA15LA019

The pilot reported that he had maintenance conducted on the airplane's avionics, which included the replacement of the primary flight display (PFD). After the maintenance was completed, the pilot prepared to return to his home airport. A preflight inspection revealed no anomalies, and the steering system operated normally during taxi. During the takeoff roll, the pilot observed a red "X" indication over the airspeed indicator on the PFD. He "immediately started an emergency shutdown" of the airplane, during which the airplane began to drift left. He applied right rudder with no effect. The airplane subsequently departed the left side of the runway, continued across a grassy area, and impacted the airport perimeter fence, which resulted in substantial damage to the right wing and engine firewall. Postaccident examination of the nose landing gear steering system, rudder controls, and brake system revealed no anomalies, and no evidence of flight control binding or chafing was found. Maintenance facility personnel removed the newly replaced PFD before it could be examined; therefore, it could not be determined if its installation interfered with the airplane's flight control system. According to the Pilot's Operating Handbook, the emergency procedure for a loss of air data on the PFD was to maintain airspeed and altitude by referring to the standby airspeed and altimeter.

On October 16, 2014, about 1215 central daylight time, a Piper PA32-301FT, N106C, was substantially damaged during an aborted takeoff at Winona-Montgomery County Airport (5A6), Winona, Mississippi. The private pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was operated under the provisions of Title 14 Code of Federal Regulations Part 91. The pilot stated that he flew the airplane to 5A6 so that maintenance could be conducted on the airplane's avionics. After completion of the maintenance, the pilot conducted a preflight inspection, started the engine, and taxied to the runway in preparation for departure. Neither the preflight inspection nor pre-takeoff checks revealed any anomalies with the airplane. During the takeoff roll, the pilot observed a red X indication over the airspeed indicator on the PFD, and "immediately started an emergency shutdown." He stated that the airplane began drifting to the left, and he applied right rudder to correct, but the airplane was unresponsive. The airplane continued off the left side of the runway and into the grass, where it impacted the airport perimeter fence, resulting in substantial damage to the engine firewall and right wing. Review of records provided by the maintenance facility revealed that the airplane's PFD was replaced, and the multifunction display (MFD) software card was upgraded in accordance with a manufacturer's service bulletin. The airplane also received altimeter system and transponder tests, fuel system calibration, and compass calibration, and was subsequently returned to service. The 1153 weather observation at Greenwood-Leflore Airport (GWO), Greenwood, Mississippi, located about 18 nautical miles west of the accident airport, included wind from 270 degrees at 5 knots, 10 miles visibility, temperature 21 degrees C, dew point 7 degrees C, and an altimeter setting of 30.01 inches of mercury. The pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent flight review was conducted in January 2014. His most recent third class Federal Aviation Administration (FAA) medical certificate was issued in August 2013. He reported 190 total hours of flight experience, of which 110 hours were in the accident airplane make and model. The airplane was manufactured in 2005, and registered to the pilot in November 2013. Its most recent annual inspection was completed in May 2014. At the time of the accident, the airplane had accumulated 1,021.8 total hours. According to manufacturer and FAA airworthiness records, the airplane was equipped with a standby airspeed indicator, altimeter, and attitude indicator. The airport was equipped with a single asphalt runway, in a 03/21 configuration. The runway measured 4,000 feet long by 60 feet wide. The airplane was examined at the accident site by an FAA inspector. He observed substantial damage to the right wing and engine firewall. Theairplane was then recovered from the site for further examination; however, before the examination could be conducted, the maintenance facility removed the newly-replaced PFD unit. Follow-up examinations by the FAA inspector established flight control continuity from the rudder pedals to the rudder. There was no evidence of binding or chafing of the flight controls indicative of control interference. No anomalies of the braking system were observed. The airplane was placed on jacks to facilitate inspection of the nose landing gear steering system. The left steering rod remained attached at the steering yoke, and the right steering rod had been disconnected from the steering yoke by recovery personnel. The steering yoke was separated from the nose landing gear strut at impact, and the bolts were sheared. According to the pilot's operating handbook, the emergency procedure for a loss of air data on the PFD was: "Maintain aircraft airspeed and altitude by referring to the standby airspeed and altimeter. If time and conditions permit: PFD Circuit Breaker……..PULL and RESET If air data is still invalid: Refer to standby airspeed indicator and altimeter. Land as soon as practical."