# NTSB SEA01IA161: de Havilland DHC-8-102, N827PH, Portland, OR, August 28, 2001 - Type: NTSB incident investigation - Classification: Incident · No injuries · Incident investigation · Final report - Date: August 28, 2001, 16:00 local (23:00 UTC) - Place: Portland, OR - Coordinates: 45.580303, -122.910415 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=45.5803&lon=-122.9104&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report June 3, 2002 - Report: Approved by Office Director - Parties: FAA - NTSB case key (mKey): 53138 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA01IA161 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/53138/pdf - Page: https://openairdocs.org/ntsb/SEA01IA161 ## Probable cause Improper tension of the right control yoke chain; a worn right aileron spring tab hinge bearing; improper tension of the left aileron spring tab aft spring and worn contact stud; improper tension of the right aileron spring tab and a worn contact stud; a worn left aileron hinge bearing. ## Analysis The operator reported that shortly after departure the first officer noted stiffness in the flight controls when attempting to roll the airplane to the left. After assessing the situation, the captain elected to continue the climb. Shortly after level off, the crew noted that the stiffness increased proportionally with airspeed. This was also noted during the descent phase of the flight, specifically, the first officer stated the resistance increased for left roll inputs as the aircraft accelerated. The captain reported that they attempted to relieve the pressure with aileron trim, however, when the trim indicator reached the first index on the indicator, the control wheel "snapped" approximately 25 degrees and the airplane banked to the right. The crew reported that as the airplane slowed, while on approach, the roll control stiffness decreased. After landing, the crew accomplished a full control check and noted no abnormal indications with the ailerons or spoilers. Post flight inspection disclosed a number of discrepancies that are believed to have contributed to the stiff flight controls. The items are as follows: the right control yoke chain tension was high; the right aileron spring tab hinge bearing did not rotate freely; the left aileron spring tab aft spring tension was low and the contact stud was worn; the right aileron spring tab tension was low and the contact stud was worn; the left aileron hinge bearing did not rotate freely. ## Factual narrative On August 28, 2001, about 1600 Pacific daylight time, a de Havilland DHC-8-102, N827PH, operated by Horizon Airlines as flight 2185, experienced roll control difficulties shortly after takeoff from Klamath Falls International Airport, Klamath Falls, Oregon. The two pilots, one flight attendant, and 37 passengers were not injured. The airplane was being operated as a scheduled, domestic, passenger flight under the provisions of Title 14 CFR part 121, when the incident occurred. Visual meteorological conditions prevailed and an instrument flight plan was in effect at the time of the incident. The airplane continued to its planned destination, Portland International Airport, Portland, Oregon, and landed without further incident. The operator reported the airplane departed runway 32 at Klamath Falls. Shortly after departure, during the initial climb, the first officer noted stiffness in the flight controls when attempting to roll the airplane to the left. After assessing the situation, the captain elected to continue the climb. Shortly after level off, the crew noted that the stiffness increased proportionally with airspeed. This was also noted during the descent phase of the flight, specifically, the first officer stated the resistance increased for left roll inputs as the aircraft accelerated. The captain reported that they attempted to relieve the pressure with aileron trim, however, when the trim indicator reached the first index on the indicator, the control wheel "snapped" approximately 25 degrees and the airplane banked to the right. The crew reported that as the airplane slowed, while on approach, the roll control stiffness decreased. After landing, the crew accomplished a full control check and noted no abnormal indications with the ailerons or spoilers. The airplane sustained no damage during the incident. Post-incident inspection of the airplane by personnel from Horizon Airlines and the Federal Aviation Administration, Portland Flight Standards District Office, disclosed a number of discrepancies that are believed to have contributed to the stiff flight controls. The items are as follows: the right control yoke chain tension was high; the right aileron spring tab hinge bearing did not rotate freely; the left aileron spring tab aft spring tension was low and the contact stud was worn; the right aileron spring tab tension was low and the contact stud was worn; the left aileron hinge bearing did not rotate freely. Additional inspection information attached. ## 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,aileron control - worn (cause) ## Aircraft - Registration: [N827PH](https://openairdocs.org/deregistered/N827PH-2006-06-01), registration cancelled 2006-06-01, S/N 275, built 1991 (OpenAirDocs) - Reported make and model: de Havilland DHC-8-102 - Registry model: [Boeing DHC-8-102](https://openairdocs.org/model/boeing-dhc-8-102) (registry code 1386002) (OpenAirDocs) - Registry engine: [Pratt & Whitney Canada PW120](https://openairdocs.org/engine/pratt-whitney-canada-pw120) (registry code 52114, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 275 - Airframe hours: 25997 - Engines: P&W PW120A 2000 horsepower turbo prop; P&W PW120A 2000 horsepower turbo prop - Damage: No damage - Flight: Part 121 - Operator: Horizon Air Inc - Registered owner: Wells Fargo Bank NW, NA - Airworthiness certificate: Standard, Transport - Last inspection: Continuous airworthiness, July 10, 2001, 331 hours before - Departed: KLMT, Klamath Falls, OR - Destination: KPDX, Portland, OR - Flight plan: IFR - Airport: KPDX, Portland International Airport, runway 28R, 8,000 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 36; injuries: none; airline transport; airplane ratings: multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; last flight review June 16, 2001; seat: left; flight hours: 3,600 total, 1,900 in this make and model, 1,300 as pilot in command, 150 in the last 90 days, 70 in the last 30 days, 5 in the last 24 hours - Co-pilot; age 37; injuries: none; flight instructor, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--w/ waivers/lim; last flight review August 1, 2001; seat: right; flight hours: 1,800 total, 900 in this make and model, 600 as pilot in command, 200 in the last 90 days, 80 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 322° at 12 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 81 °F, dew point 59 °F - Altimeter: 29.95 inHg - Observed at: PDX ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Incident 20010828027239I](https://openairdocs.org/incident/20010828027239I), Aug 28, 2001: Dhav DHC8102, Portland, OR. (-23) On August 28, 2001, at 1515 PDT, a horizon air flight 2185 experienced a "stiffness" in the roll control of the aircraft shortly after departing klamath… 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.