# NTSB MIA05LA104: British 167 StrikemasterMK83, N399WH, Boca Raton, FL, May 15, 2005 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: May 15, 2005, 09:16 local (13:16 UTC) - Place: Boca Raton, FL - Coordinates: 26.384721, -80.101112 - Nearby events: https://openairdocs.org/map.md?lat=26.3847&lon=-80.1011&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report November 29, 2006 - Report: Approved by Office Director - Parties: FAA Flight Standards District Office - NTSB case key (mKey): 61492 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA05LA104 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/61492/pdf - Page: https://openairdocs.org/ntsb/MIA05LA104 ## Probable cause The delay by the pilot-in-command to abort the takeoff after recognizing excessive elevator control forces for undetermined reasons during the landing roll, resulting in the on-ground collision with a fence. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, takeoff - roll/run - flt control syst,elevator control - pressure excessive - On ground/water collision with object, takeoff - aborted - object - fence - aborted takeoff - delayed, pilot in command (cause) ## Analysis The pilot initially stated that he performed a preflight inspection of the aircraft which included a flight control continuity check. He had the passenger disable the gust lock for the flight controls. He performed a flight control continuity check before taxiing onto the runway for takeoff; no discrepancies were reported. The takeoff roll commenced and at the calculated rotation speed (70 knots), he applied back pressure to the stick but noticed an unusual amount of load on the controls. The takeoff roll continued and he performed trim adjustments. He then aborted the takeoff by retarding the throttle, extending the speed brakes, and applying the wheel brakes. He retracted the flaps, briefed the passenger and tower of the situation, and, after realizing that he was unable to stop the airplane on the runway, he opened the canopy. The airplane rolled through a fence then came to rest upright. The pilot also stated that the airplane is kept outside on the ramp at the Boca Raton Airport. Examination of the airplane by an FAA operation's inspector before recovery revealed the control column would only move aft between 1/4 and 1/2 inch. No determination was made as to the position of the control lock in the cockpit. Examination of the airplane following recovery by an FAA airworthiness inspector revealed that the elevator was free to travel through the full range but was noted to be "...very stiff." Additionally, the rudder was "...extremely hard to move in either direction." During movement of the elevator flight control surface, the rudder flight control surface was noted to move, and with movement of the rudder flight control surface, the elevator flight control surface was noted to move. A review of a United Kingdom (U.K.) Civil Aviation Authority (CAA) Mandatory Permit Directive (MPD) No. 2002-001 R1, issued on January 16, 2003, indicates "...partial binding or complete seizure of the elevator/rudder concentric torque tube bearings causing an interconnect between elevator and rudder control systems. This interconnection has resulted in uncommanded rudder movement with the application of elevator control inputs and vice versa. Investigation has determined that bearing seizure was due to inadequate lubrication and water ingress in the elevator torque tube bearings. Aeroplanes subject to external storage are particularly prone to this occurrence." There was no record that U.K. CAA MPD No. 2002-001 R1 had been complied with. ## Factual narrative On May 15, 2005, about 0916 eastern daylight time, a British Aircraft Corporation 167 Strike Master MK 83, N399WH, registered to DTK Aviation, Inc., collided with a fence during an aborted takeoff from Boca Raton Airport, Boca Raton, Florida. Visual meteorological conditions prevailed at the time and a visual flight rules flight plan was filed for the 14 CFR Part 91 personal flight from Boca Raton Airport to The Florida Keys Marathon Airport, Marathon, Florida. The airplane was substantially damaged and the commercial-rated pilot and passenger sustained minor injuries. The flight was originating at the time of the occurrence. The pilot initially stated he performed a preflight inspection of the aircraft which included a flight control continuity check. He had the passenger disable the gust lock for the flight controls. He performed a flight control continuity check before taxiing onto the runway for takeoff; no discrepancies were reported. The takeoff roll commenced and at the calculated rotation speed (70 knots), he "...began to apply pressure to stick and noticed an unusual amount of load on the controls. I made a quick trim adjustment to ensure that the forces on the stick were not the results of aerodynamic loads. When the trim changes yielded no change, I initiated an abort (at approx. Vr ((80 Kts.)) by retarding the throttle, extending the speed brakes, and applying the wheel brakes." He notified the tower of the situation, briefed the passenger, and raised the flaps. He also opened the canopy after realizing that he was unable to stop on the runway. The airplane traveled off the end of the runway, rolled through a fence and came to rest upright. The pilot also stated that the airplane is kept outside on the ramp at the Boca Raton Airport. Examination of the airplane by an FAA operations inspector before recovery revealed the control column would only move aft between 1/4 and 1/2 inch. No determination was made as to the position of the control lock in the cockpit. Examination of the airplane following recovery by an FAA airworthiness inspector revealed that the elevator was free to travel through the full range but was noted to be "...very stiff." Additionally, the rudder was "...extremely hard to move in either direction." During movement of the elevator flight control surface, the rudder flight control surface was noted to move, and with movement of the rudder flight control surface, the elevator flight control surface was noted to move. A review of a United Kingdom Civil Aviation Authority (U.K. CAA) Mandatory Permit Directive (MPD) No. 2002-001 R1, issued on January 16, 2003, indicates "...partial binding or complete seizure of the elevator/rudder concentric torque tube bearings causing an interconnect between elevator and rudder control systems. This interconnection has resulted in uncommanded rudder movement with the application of elevator control inputs and vice versa. Investigation has determined that bearing seizure was due to inadequate lubrication and water ingress in the elevator torque tube bearings. Aeroplanes subject to external storage are particularly prone to this occurrence." A review of the airplane maintenance records revealed the airplane was last inspection on June 29, 2004, in accordance with, "...the scope and detail of the inspection program approved by the FSDO for BAC MK 87Strikemaster dated 29 June 2001 and found it to be in safe operating condition at this time." The logbook entry does not indicate airplane total time; therefore, the time since the inspection was not determined. There was no record that U.K. CAA MPD No. 2002-001 R1 had been complied with. ## Aircraft - Registration: [N399WH](https://openairdocs.org/deregistered/N399WH-2008-11-12), registration cancelled 2008-11-12, S/N EEP/JP/144, built 1976 (OpenAirDocs) - Reported make and model: British Aircraft Corp. (BAC) 167 StrikemasterMK83 - Registry model: [British BAC 167 STKMSTR MK83](https://openairdocs.org/model/british-bac-167-stkmstr-mk83) (registry code 1480308) (OpenAirDocs) - Registry engine: [Rolls-Royce VIPER-535](https://openairdocs.org/engine/rolls-royce-viper-535) (registry code 54581, turbo-jet) (OpenAirDocs) - Category: Airplane - Serial number: EEP/JP/144 - Engines: Rolls-Royce Viper MK. 535 3700 lbs thrust turbo jet - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: DTK Aviation, Inc. - Airworthiness certificate: Special, Experimental (Special) - Last inspection: June 1, 2004 - Departed: KBCT, Boca Raton, FL - Destination: KMTH, Marathon, FL - Flight plan: VFR - Airport: KBCT, Boca Raton Airport, runway 5, 6,267 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 27; injuries: none; commercial, flight instructor, airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1; last flight review May 1, 2004; seat: left; flight hours: 3,500 total, 25 in this make and model, 2,000 as pilot in command, 35 in the last 90 days, 10 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 140° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 75 °F, dew point 66 °F - Altimeter: 29.95 inHg - Observed at: KBCT ## 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 20050515016949A](https://openairdocs.org/incident/20050515016949A), May 15, 2005: Bac BAC167, Baco Raton, FL, Substantial damage. (-23) Cleared for t.o. - aborted t.o. due to flight control malfunction. Inspector statement: on June 7, 2005, I examined a Bac 167, jet provost, N399WH, that… 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.