# NTSB FTW03LA115: Cessna FA150K, N922SZ, Houston, TX, March 23, 2003 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: March 23, 2003, 11:00 local (17:00 UTC) - Place: Houston, TX - Coordinates: 29.935556, -95.639999 - Nearby events: https://openairdocs.org/map.md?lat=29.9356&lon=-95.6400&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report March 2, 2004 - Report: Approved by Office Director - Parties: FAA FSDO - NTSB case key (mKey): 56677 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW03LA115 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/56677/pdf - Page: https://openairdocs.org/ntsb/FTW03LA115 ## Probable cause The in-flight separation of the elevator trim tab. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, maneuvering - elevator trim - not possible (cause) - flt control syst,elevator trim/tab control - separation (cause) ## Analysis While recovering from a steep spiral from 3,000 feet msl to 1,000 feet msl, the pilot felt a shudder in the yoke. Utilizing power adjustments, the 496-hour pilot landed the airplane without further incident. Examination of the airplane revealed that the trim tab and hinge had separated from the right elevator. The right stabilizer was bent upward, the trim tab actuator was found loose in the mount, the rivet holes where the trim tab attached to the elevator, were deformed. Examination of the trim tab actuator revealed black electrical tape wrapped around the trim tab actuator body in the area under each clamp. The trim tab was not found. The rivet holes on the elevator exhibited deformation consistent with the trim tab separation pulling the rivet heads through the elevator skin. The part numbers for the trim tab actuator and clamps (AN742D13) were consistent with manufacturers part numbers. When the clamps were closed and the inside diameter measured, one clamp measured .842 inch and the other measured .860 inch in diameter. The Air Force -Aeronautical Standard for the AN742D13 clamp indicated the diameter to be .813 inch. The investigation was not able to determine when the electrical tape was placed on the actuator. The last annual inspection was performed on November 5, 2002, at accumulated aircraft time of 7,708.04 hours. ## Factual narrative On March 23, 2003, approximately 1100 central standard time, a Cessna FA150K single-engine aerobatic airplane, N922SZ, sustained structural damage during recovery from an acrobatic maneuver near Houston, Texas. The airplane was owned and operated by the private pilot under 14 Code of Federal Regulations Part 91. The private pilot was not injured. Visual meteorological conditions prevailed for the local flight, and a flight plan was not filed. The personal flight departed the Weiser Air Park (EYQ) approximately 1030. On the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2), the pilot reported that during the completion of the steep spiral from 3,000 feet msl to 1,000 feet msl, he felt a shudder in the yoke. Utilizing power adjustments, the pilot landed the airplane on runway 09 without further incident. Examination of the airplane revealed that the trim tab and hinge had separated from the right elevator. The 496-hour private pilot was issued his private pilot certificate in 1996. His most recent third class medical certificate was issued in July 15, 2001, with the limitation "Must wear corrective lenses." The airplane was manufactured in France as a F150 in 1970, and was imported into the United States in May 1993, at accumulated aircraft time of 7,345.35 hours, and engine time of 1,458.0 hours. Following the importation, the airplane was assembled using the Cessna 150 series 1969 through 1976 Service Manual and the annual inspection was performed. On May 20, 1993, the FAA airworthiness certificate was issued for the airplane. The airplane was registered to the current owner on May 25, 1998. The last annual inspection was performed on November 5, 2002, at accumulated aircraft time of 7,708.04 hours. On March 24, 2003, an FAA inspector and the manufacturer's representative examined the airplane. The right stabilizer was bent upward, the trim tab actuator was found loose in the mount, the rivet holes, where the trim tab attached to the elevator, were deformed. The trim tab actuator was removed for further examination, and black electrical tape was found around the trim tab actuator body in the area under each clamp. The trim tab actuator was found extended 1.8 inches or approximately 7 degrees tab up. The right horizontal stabilizer exhibited physical evidence of upward bending at the root. The elevator, trim tab actuator, and clamps were retained for additional examination by the manufacturer's representative. To date the trim tab has not been found. The rivet holes on the elevator exhibited deformation consistent with the trim tab separation pulling the rivet heads through the elevator skin. At 0953, the weather observation facility at David Wayne Hooks Airport (located approximately 19 miles northeast of the accident) reported the wind from 270 degrees at 4 knots, visibility 10m statute miles, sky clear, temperature 17 degrees Celsius, dew point 8 degrees Celsius, and the altimeter setting 30.15 inches Mercury. The manufacturer's examination of the trim tab actuator revealed dimensions consistent with manufacturer part number 1260074-1, and the clamps were consistent with manufacturers part number AN742D13. The clamps were closed and the inside diameter measured. One clamp measured .842 inch and the other measured .860 inch in diameter. The Air Force - Aeronautical Standard for the AN742D13 clamp indicated the diameter to be .813 inch. The trim tab actuator body measured .815 inch in diameter. ## Aircraft - Registration: [N922SZ](https://openairdocs.org/deregistered/N922SZ-2015-05-21), registration cancelled 2015-05-21, S/N 0047, built 1970 (OpenAirDocs) - Reported make and model: Cessna FA150K - Registry model: [Reims CESSNA FA150K](https://openairdocs.org/model/reims-cessna-fa150k) (registry code 7530129) (OpenAirDocs) - Registry engine: [Amateur-built UNKNOWN ENG](https://openairdocs.org/engine/amateur-built-unknown-eng) (registry code 99999) (OpenAirDocs) - Category: Airplane - Serial number: 0047 - Airframe hours: 5266.1 - Engines: Continental O-200-A 100 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Clyde R. Allison - Airworthiness certificate: Standard, Aerobatic - Last inspection: Annual, November 5, 2002, 40.76 hours before - Departed: EYQ, Houston, TX - Airport: EYQ, Weiser Air Park, runway 09, 3,467 × 40 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 67; injuries: none; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; last flight review March 20, 2003; seat: left; flight hours: 496 total, 358 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 270° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 63 °F, dew point 46 °F - Altimeter: 30.14 inHg - Observed at: DWH, 9 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20030323005359A](https://openairdocs.org/incident/20030323005359A), Mar 23, 2003: Reims FA150K, Cypress, TX, Substantial damage. (-23) Cessna FA-150-K, s/n 0047, N922SZ. The aircraft tach time was 5266.1 hours with the aircraft total time calculated as 7749 hours at the time of the… ## Other investigations on N922SZ (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB FTW93LA188](https://openairdocs.org/ntsb/FTW93LA188), Jun 13, 1993: Reims Cessna FA 150K (N922SZ), Willis, TX, substantial damage. Probable cause: LOSS OF PARTIAL ENGINE POWER DUE TO STUCK EXHAUST VALVE AND EXHAUST AND INTAKE VALVE BINDING WITH CARBON BUILDUP. A FACTOR WAS THE LACK OF SUITABLE TERRAIN From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.