# NTSB LAX06LA298: Mooney M20C, N5577Q, Auburn, CA, September 20, 2006 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: September 20, 2006, 16:45 local (23:45 UTC) - Place: Auburn, CA - Coordinates: 38.954723, -121.081665 - Nearby events: https://openairdocs.org/map.md?lat=38.9547&lon=-121.0817&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report March 31, 2008 - Report: Approved by Office Director - Parties: Federal Aviation Administration - ADs cited in the narratives: [AD 73-21-01](https://openairdocs.org/ad/73-21-01) (OpenAirDocs) - NTSB case key (mKey): 64579 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX06LA298 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64579/pdf - Page: https://openairdocs.org/ntsb/LAX06LA298 ## Probable cause the fatigue failure of the elevator's control rod due to inadequate lubrication. Contributing factors were the inadequate maintenance and the owner-pilot's failure to comply with an airworthiness directive. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, takeoff - initial climb - flt control syst,elevator control bearing - corroded - flt control syst,elevator control bearing - seized - maintenance - inadequate, other maintenance personnel (contributing factor) - lubricant,grease - inadequate (cause) - maintenance,compliance with ad - not complied with, pilot in command (contributing factor) - flt control syst,elevator control cable/rod - fatigue (cause) - flt control syst,elevator control cable/rod - fractured (cause) - Loss of control - in flight, takeoff - initial climb - In flight collision with terrain/water, descent - uncontrolled - terrain condition - runway - elevator - not available ## Analysis Seconds after taking off, the pilot experienced a total loss of pitch control 30 to 50 feet above ground level. The airplane pitched uncontrollably upward, and the pilot aborted the climb. During the forced landing, the airplane impacted hard on the remaining available runway. An examination of the airplane's elevator control system revealed its push-pull control rod was broken in the empennage, with the fracture features indicative of fatigue. The control rod's adjacent end bearing was found seized; it would not pivot/rotate at its attachment location in the bell crank assembly. The bearing was corroded and devoid of lubrication. When the bearing seized, the attached control rod was bent and flexed repeatedly until failing in fatigue. In 1973 the FAA issued Airworthiness Directive number 73-21-01, which required recurring lubrication of all flight control systems at yearly intervals and 100 hours time in service to prevent corrosion in the flight control systems that might result in binding or seizure of the joints and loss of flight control. The accident airplane was manufactured in 1965, and its total time was 5,638 hours. Its last annual inspection had been performed 8 1/2 months and about 148 hours prior to the accident. Maintenance records indicated that the airplane had been operated 48 hours beyond the 100-hour limit without evidence of the requisite lubrication. ## Factual narrative On September 20, 2006, about 1645 Pacific daylight time, a Mooney M20C, N5577Q, experienced disconnection of the elevator flight control system seconds after taking off from the Auburn Municipal Airport, Auburn, California. The airplane pitched uncontrollably upward, and the private pilot responded by reducing engine power to idle. The pilot made a forced landing on the underlying runway, near midfield. The airplane was substantially damaged upon touching down hard on the runway, and the pilot received minor injuries. The pilot owned and operated the airplane, and his flight was performed under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan had been filed for the personal flight to Riverside, California. The pilot reported to the National Transportation Safety Board investigator that nothing unusual was noted with the airplane during his preflight inspection. Seconds after becoming airborne he lost all pitch control of his airplane as it climbed between 30 and 50 feet above the runway. The pilot further reported that he immediately opted to land his airplane. The airplane, serial number 2977, was manufactured in 1965. Its approximate total time was 5,638 hours, and the time since receiving its last annual inspection in January, 2006, was about 148 hours. The Federal Aviation Administration (FAA) coordinator performed an examination of the airplane under the direction of the Safety Board investigator. The examination revealed that the elevator's push-pull control rod (part number 914012-15) was broken/separated in the empennage. The rod's breakage appeared to have resulted from bending fatigue. One end of the rod had been connected to a bearing (part number M34-14). The rod end bearing was observed seized; it would not pivot/rotate at its attachment location in the bellcrank assembly. The FAA coordinator stated that the bearing was corroded, devoid of lubrication, and was "bound solid." In 1973 the FAA issued Airworthiness Directive (AD) number 73-21-01, which was pertinent to N5577Q. The AD required recurring lubrication of all flight control systems at intervals not to exceed 12 calendar months or 100 hours time in service to prevent corrosion that might result in binding or seizure of the joints and loss of flight control. The FAA coordinator reported observing a logbook maintenance entry indicating that the AD had been complied with during the last inspection of the airplane, which was the preceding annual inspection. Thereafter, no logbook evidence was found indicating accomplishment of any further elevator control rod attachment lubrication. ## Aircraft - Registration: [N5577Q](https://openairdocs.org/deregistered/N5577Q-2008-09-16), registration cancelled 2008-09-16, S/N 2977, built 1965 (OpenAirDocs) - Reported make and model: Mooney M20C - Registry model: [Mooney M20C](https://openairdocs.org/model/mooney-m20c) (registry code 5870208) (OpenAirDocs) - Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 2977 - Airframe hours: 5638 - Engines: Lycoming O-360-AID 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Ronald W. Bennett - Registered owner: Ronald W. Bennett - Airworthiness certificate: Standard, Normal - Last inspection: Annual, January 1, 2006, 148 hours before - Departed: AUN, Auburn, CA - Destination: RAL, RIVERSIDE, CA - Airport: AUN, Auburn Municipal, runway 07, 3,700 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 60; injuries: minor; private; airplane ratings: single-engine land, single-engine sea; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review April 1, 2006; seat: left; flight hours: 597 total, 242 in this make and model, 509 as pilot in command, 110 in the last 90 days, 46 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 220° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: 12,000 ft broken - Temperature: 52 °F, dew point 46 °F - Altimeter: 29.70 inHg - Observed at: AUN ## 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 20060920020119A](https://openairdocs.org/incident/20060920020119A), Sep 20, 2006: Mooney M20C, Auburn, CA, Substantial damage. (-23) The pilot stated that during the takeoff roll, the aircraft pitched up and left the runway. The pilot stated he lost elevator control and pulled the… 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.