# NTSB NYC98LA145: Cessna 172K, N155AA, Chateaugay, NY, July 18, 1998 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: July 18, 1998, 18:00 local (22:00 UTC) - Place: Chateaugay, NY - Coordinates: 44.920806, -74.080131 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=44.9208&lon=-74.0801&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report January 28, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 43268 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC98LA145 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/43268/pdf - Page: https://openairdocs.org/ntsb/NYC98LA145 ## Probable cause Binding in the control yoke for undetermined reasons. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, cruise - flt control syst,yoke/control stick - binding(mechanical) (cause) - Forced landing, descent - emergency - In flight collision with object, descent - emergency - object - wire,static - In flight collision with terrain/water, emergency landing - terrain condition - roadway/highway ## Analysis While in cruise flight on the last leg of a solo cross country flight, the student pilot felt a bump, and the airplane starting to descend. The pilot added power and the engine responded, but the rate of descent increased to 1,500 feet per minute. With his headset removed, the pilot heard the stall warning horn slightly buzzing in the back ground, even though he was at cruise airspeed with cruise power applied. The pilot could move the yoke forward, but once repositioned, it could not be moved aft. With only partial control of the airplane's pitch attitude, the pilot elected to conduct an emergency landing to a road. On final, the airplane hit a set of powerlines then impacted the road, crushing the landing gear, and breaking the pilot's back. The airplane then slid off the road into ditch. The pilot experienced no problems with the engine, and it responded to throttle movements. After the accident, flight control continuity for the elevator and rudder was established. Control continuity for both ailerons was also established. ## Factual narrative On July 18, 1998, at 1800 eastern daylight time, a Cessna 172K, N155AA, was substantially damaged during a forced landing to a road near Chateaugay, New York. The student pilot was seriously injured, and visual meteorological conditions prevailed for the instructional flight that originated at Malone-Dufort Airport (MAL), Malone, New York, about 1755, destined for Franklin County State Airport (FSO), Highgate, Vermont. The student pilot had filed a visual flight rules flight plan, for the flight conducted under 14 CFR Part 91. The student pilot stated he was on the last leg of his solo cross country flight when felt a bump, "something like turbulence." When he looked down at the vertical speed indicator (VSI), he noted a descent rate of 500 feet per minute. He then added power and the engine responded, but his rate of descent increased to 1,500 feet per minute. The student pilot then took off his headset, and could hear the stall warning horn in the back ground, but it did not sound "normal", just slightly buzzing. According to the student pilot, when he heard the buzzing sound, he had 2,300 engine RPM and was at cruise airspeed, but he pushed the yoke forward to ensure he was not in a stall. The student pilot stated that lowering the nose increased his airspeed, and rate of descent. The student pilot then made a mayday call, and started looking for a forced landing area. The student pilot added that he could move the yoke forward, but once repositioned, it could not be moved aft. However, he could turn the airplane using the yoke. With partial control of the airplane, the pilot started to maneuver for the only suitable forced landing area, a road. While maneuvering, and 20-30 feet above the road, the airplane struck a powerline causing the nose of the airplane to pitch-up, and airspeed to drop, "like it was attached to a rubber-band." The airplane then hit hard, crushing the landing gear, and breaking the pilot's back, before sliding off the road into a ditch. The pilot added that he experienced no problems with the engine, and that it responded to throttle movements. Under the supervision of a Federal Aviation Administration Inspector, the airframe manufacturer's representative established flight control continuity for the elevator and rudder. He also verified control continuity for both ailerons. ## Aircraft - Registration: [N155AA](https://openairdocs.org/deregistered/N155AA-2013-04-29), registration cancelled 2013-04-29, S/N 17258838, built 1970 (OpenAirDocs) - Reported make and model: Cessna 172K - Registry model: [Cessna 172K](https://openairdocs.org/model/cessna-172k) (registry code 2072430) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17258838 - Airframe hours: 4624 - Engines: Lycoming O-320 160 horsepower reciprocating - Damage: Destroyed - Flight: Instructional, Part 91 - Registered owner: Michael W. Reed - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 8, 1998, 47 hours before - Departed: MAL, MALONE, NY - Destination: FSO, HIGHGATES, VT - Flight plan: VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 31; student; medical: class 2, valid medical--no waivers/lim.; seat: left; flight hours: 92 total, 40 in this make and model, 47 as pilot in command, 12 in the last 90 days, 4 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 63 °F, dew point 61 °F - Altimeter: 29.00 inHg - Observed at: BTV, 55 nm away 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.