The pilot reported that he had maintenance conducted on the Piper PA-32’s avionics, which included the replacement of the primary flight display (PFD). After the maintenance was completed, he prepared to return to his home airport.
A preflight inspection revealed no anomalies, and the steering system operated normally during taxi.
During the takeoff roll, he observed a red “X” indication over the airspeed indicator on the PFD. He “immediately started an emergency shutdown” of the airplane, during which the airplane began to drift left.
He applied right rudder with no effect. The airplane subsequently departed the left side of the runway in Winona, Miss., continued across a grassy area, and hit the airport perimeter fence, which resulted in substantial damage to the right wing and engine firewall.
Post-accident examination of the nose landing gear steering system, rudder controls, and brake system revealed no anomalies, and no evidence of flight control binding or chafing was found.
Maintenance facility personnel removed the newly replaced PFD before it could be examined, therefore it could not be determined if its installation interfered with the airplane’s flight control system.
According to the Pilot’s Operating Handbook, the emergency procedure for a loss of air data on the PFD was to maintain airspeed and altitude by referring to the standby airspeed and altimeter.
The National Transportation Safety Board determined the probable cause as a loss of directional control during takeoff for reasons that could not be determined because post-accident examination of the airplane revealed no anomalies.
NTSB Identification: ERA15LA019
This October 2014 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Wylbur Wrong says
This was a failure “in flight” which required notifying the NTSB, right?
Anyone see a problem with the avionics shop pulling equipment from the plane before the NTSB gets there to investigate?
Given that this is a hi-perf aircraft — probably a Cherokee-6 300, and not a Lance (no R designation), you immediately pull the throttle, then the mixture. At this point, you haven’t even gotten to Vr. At Vr, were this to happen, if you do not have enough runway to settle and stop, you climb gently using VS for 200-300 FPM (Six using 1 notch of flaps, please). Go around and set map and RPM for typical landing.
This bird doesn’t fly like a C172. It is heavy and flies like a truck.
Meanwhile, I have a problem with this avionics shop.They obviously knew something was wrong, and I’d bet this was not their first time, but perhaps the first bent metal because of something they did wrong.
I just wonder if there was a problem with the rudder horn and when they pulled their stuff they fixed the connections with the rudder horn (it is right under the panel).
PeterH says
Your “PFD” should be your windshield, not some TV screen…
David Kadel says
I have learned to fly my 172 with just the engine an power an pitch!
GBigs says
The pilot panicked and failed to remember that when you reduce power you also reduce control element authority. Worse? A red X and loss of airspeed indicator is no reason to crash an airplane. Best to continue the climb to pattern and make a circuit to land.
Steve says
Happens when you teach them to “Drive them” and not to “FLY Them”
John says
Every post maintenance flight is a “test flight” and the pilot is a “test pilot”. Evidently he didn’t have that mindset.
The avionics shop covered its tracks nicely.
Dave says
That was my first thought as well. The avionics people rushed out and grabbed the PDF. I would find another shop to do my avionics work in the future. This should’ve been a minor inconvenience not a full-blown accident. It would’ve been better to continue the take off, join the pattern, and return to the runway and the avionics shop.I have found that it’s easy to be distracted by a new piece of equipment or instrument put in the airplane. Especially when you’ve just spent a lot of money on something, want to see it work, and it malfunctions.
Sarah A says
What exactly is “An Emergency Shutdown of the Aircraft” ? Should he not have been aborting the takeoff and maintaining control of his aircraft?
Pete Schoeninger says
My thoughts too, Sarah.
Greg Wilson says
No Kidding, I realize that I am a dinosaur and that I fly an antique, but, “Oh my the T.V. quit!!!! what do I do?? The electronic PFD is not the radio but this is still akin to dropping the airplane to fly the radio.
With “advanced” avionics don’t forget that it is still “just an airplane”, FLY IT!, that means control the machine don’t just be a passenger along for the ride.
Bluestar says
Well said !