ERA15LA184

The pilot reported that he conducted a preflight inspection, including a flight control check, and taxied the airplane to the runway for takeoff. After he took off from the turf runway, the light-sport airplane immediately began banking right, and the right aileron did not respond to control inputs. The airplane subsequently impacted trees and terrain before coming to rest near the runway. Witness reports and photographs indicated that the airplane became airborne about midfield of the 1,400-ft-long runway and corroborated that the airplane then banked right before impacting terrain. Examination of the airframe revealed no evidence of preaccident malfunction or failure, and flight control continuity was confirmed. During an engine test run, the engine started and operated normally. Although the right aileron control cable located behind the cockpit instrument panel was found separated, the cable exhibited tensile overload signatures consistent with impact damage. Further, given that the pilot reported that he checked the flight controls before departure, the flight control cable likely fractured due to tensile overload during impact. Based on the evidence indicating that the airplane immediately banked right after takeoff and then descended to impact, it is likely that the pilot did not maintain adequate airspeed and exceeded the airplane's critical angle-of-attack, which resulted in in an aerodynamic stall.

HISTORY OF FLIGHT On April 13, 2015, about 1800 eastern daylight time, a Cessna 162, N30283, was substantially damaged when it impacted terrain immediately after takeoff from Klenawicus Airfield, Shelter Island, New York. The airline transport pilot sustained serious injuries. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91 with an intended destination of Republic Airport (FRG), Farmingdale, New York. According to eyewitness reports and photographs, the airplane departed to the south of the turf runway, became airborne about midfield, banked to the right, and subsequently impacted the ground. None of the eyewitnesses reported hearing or seeing any abnormalities prior to the impact. According to the pilot, after conducting a preflight inspection and calculating the weight and balance of the airplane, the airplane was started and taxied to the runway for takeoff. He utilized the "proper short field configuration," set the aircraft trim, applied "maximum [engine] power," and released the brakes. At lift off speed the airplane climbed "appropriately" but immediately began a roll to the right that did not respond to any control inputs. He decided to climb above the trees prior to impacting the terrain. He further reported that he suspected that the "right aileron [was] not responsive to control input." PERSONNEL INFORMATION According to the pilot and Federal Aviation Administration (FAA) records, the pilot held an airline transport pilot certificate for airplane single-engine land with a rating for airplane single-engine land, multiengine land, and single-engine sea, commercial pilot certificate with ratings for helicopter, and a flight instructor certificate with rating for airplane single-engine and multiengine, and instrument airplane. His most recent medical certificate was issued on October 22, 2013 and the class of medical was listed as "pending." At the time of the accident, the pilot was utilizing his driver's license in-lieu of a medical certificate, The pilot reported 18,997 total hours of flight experience and 41 of those hours where in the accident airplane make and model. AIRCRAFT INFORMATION According to FAA and airplane maintenance records, the airplane was issued a special airworthiness certificate on July 12, 2011, and was registered to SMC Aviation Incorporated on July 17, 2013, and the pilot was listed as the "president." The light sport airplane, serial number 16200094, was a high wing, metal covered airplane, with a fixed tricycle landing gear, and was configured for two occupants. It was powered by a direct drive, horizontally opposed, carbureted, air-cooled, four-cylinder Continental O-200D engine and driven by a McCauley propeller model 1L100LSA6754. A review of copies of maintenance logbook records showed an annual inspection was completed on August 1, 2014, at a recorded aircraft total time(ACTT) of 119.7 hours. The most recent maintenance logbook entry was dated April 10, 2015 and indicated an ACTT of 138.9 hours. METEOROLOGICAL INFORMATION The 1755 recorded weather observation at East Hampton Airport (HTO), East Hampton, New York, located approximately 8 miles to the southeast of the accident location, included wind from 190 degrees true at 4 knots, visibility 40 miles, temperature 54 degrees F, dew point 44 degrees F and barometric altimeter 30.28 inches of mercury. AIRPORT INFORMATION The airport was privately owned and at the time of the accident did not have a control tower. There was one runway designated N/S. The turf runway was 1,400 feet long and 200 feet wide. The airport was about 24 feet above mean sea level. WRECAKGE AND IMPACT INFORMATION According to a FAA inspector that responded to the accident location, the airplane impacted the ground and came to rest in a sparsely wooded area adjacent to the runway, on its main landing gear. Examination of the airplane revealed flight control continuity to all flight control surfaces from the cockpit and the gust locks were found stowed in the baggage compartment. A smell of aviation fuel was noted at the scene. Photographs provided by the FAA inspector revealed that the fuselage and wings were buckled, the engine was canted in the positive direction and remained attached to the airframe. The composite propeller blades exhibited minimal trailing edge delamination and no chordwise gouges were noted. TEST AND RESEARCH The engine was examined, by NTSB personnel, at the engine manufacturer facility. The examination revealed impact damage to one of the engine mounting legs, oil sump, the right magneto ignition harness, and impact crush damage around the intake manifold. The engine was mounted in an engine test cell, started, idled with no hesitations noted, and operated throughout the test requirement range. The engine was accelerated and decelerated three times and no hesitation was noted. For a detailed report on the engine examination please reference the "Engine Examination Report" located in the docket associated with this accident. The airplane was examined by FAA personnel and airframe manufacturer personnel, at a storage facility. The examination revealed that all flight control components of the airplane were accounted for during the wreckage examination. Flight control cable continuity was confirmed from the cockpit to the respective flight control surface, through disconnected turnbuckles, to facilitate recovery. The aileron control cable connected to the right cockpit control stick exhibited tensile overload. ADDITIONAL INFORMATION According to the Cessna "Skycatcher Pilots' Checklist" section N, "Before Takeoff" checklist one of the items to be checked are the flight controls and they are to be "Free and Correct."