N62283Cessna 172P

On March 25, 2022, about 1048 eastern daylight time, a Cessna 172, N62283, was destroyed when it was involved in an accident near Winder, Georgia. The flight instructor was seriously injured and the student pilot received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

According to the student pilot, they performed a preflight inspection of the airplane with no anomalies noted. They departed Gwinnett County Airport (LZU), Lawrenceville, Georgia, and flew to Barrow County Airport (WDR), Winder, Georgia, and performed several circuits in the traffic pattern. While on the final approach leg of the traffic pattern to runway 31, the student pilot turned the yoke to the right “and felt it give as if a cable had become detached.” The flight instructor took control of the airplane and experienced the same effects; the yoke could be turned in a “complete circle with no response” from the airplane. The airplane veered to the right and descended into trees. A post-impact fire ensued that consumed the fuselage and wings.

The airplane came to rest about ½-mile from the approach end of runway 31 in a wooded area.

Examination of the airplane revealed that flight control continuity was established from the cockpit to the elevator and rudder. A review of the aileron control system revealed that the right direct aileron control cable was attached to the control yoke turnbuckle, but was separated in the area near the the control yoke pulleys under the cockpit floor (see figure 1). No other anomalies were noted with the airplane.

Figure 1. Diagram and photograph of broken aileron cable.

The aileron control cable was removed from the airplane and sent to the National Transportation Safety Board Materials Laboratory for examination. Examination of the cable revealed that about 10 wires that were elongated past the fracture surface exhibited erratic deformation directions. These wires exhibited angled fracture surfaces, or localized necking near the fractures. About half of the other broken wires, particularly in the core, exhibited flat surfaces with smearing or wear lines. The direction of these smearing lines was consistent across multiple wires. Furthermore, several wires exhibited features consistent with a tensile overstress fracture (see figure 2).

Figure 2. View of the fractured ends of the aileron cable, positioned in the location consistent at fracture, post-cleaning of both sides.

On August 17, 2021, at an aircraft total time of 24,420 flight hours, an entry in the airframe maintenance log indicated that the right inboard flap support rib was cracked. At that time, it was noted “disconnected right aileron and flap control cables…..re-connected control cables using new hardware, and set cable tensions to manufacturers specified limits.”

A review of the airframe maintenance log revealed that between February 2, 2021, at a aircraft total time of 24,054.7 hours, and the date of the accident, there were 9 entries in the maintenance logbook that stated “completed a 100 HR inspection IAW [in accordance with] MM [maintenance manual].” Furthermore, all entries stated that the “aircraft has been inspected in accordance with a 100 Hr inspection IAW FAR 43 appendix D and maintenance manual and is approved for return to service.” The aircraft total time at the time of the accident was 24,830 hours.

According to Appendix D to Part 43, “Each person performing an annual or 100-hour inspection shall inspect (where applicable)…flight and engine controls for improper installation and improper operation.”

According to the Cessna 172 Maintenance Manual, during each 100-hour inspection, “Aileron structure, control rods, hinges, balance weights, bellcranks, linkage, bolts, pulleys, and pulley brackets – check condition, operation and security of attachment.” Furthermore, the 200-hour inspection lists “Ailerons and cables – Check operation and security of stops. Check cables for tension, routing, fraying, corrosion, and turnbuckle safety. Check travel if cable tension requires adjustment or if stops are damaged. Check fairleads and rub strips for condition.”

According to the student pilot of the Cessna 172P, he was conducting a solo cross-country flight. After entering the airport traffic pattern on the downwind leg, he configured the airplane for landing and reduced the engine power to idle on the final leg of the approach. During the landing, the airplane "porpoised and landed hard" resulting in damage to the nose landing gear, propeller, and firewall. The pilot reported that there were no preimpact mechanical failures or malfunctions of the airplane.