History of Flight
On April 8, 2017, at about 1256 eastern daylight time, a Piper PA-12, N3280M, was destroyed by impact and postcrash fire after takeoff from Orlando Sanford International Airport (SFB), Orlando, Florida. The airline transport pilot was fatally injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a local personal flight. Visual meteorological conditions prevailed, and no flight plan was filed.
According to air traffic control audio, the pilot received and acknowledged a takeoff clearance for runway 27L for closed traffic. No further communications occurred.
Multiple witnesses reported that the airplane accelerated normally, lifted off, and then pitched up to a near vertical attitude. One witness said the control yoke appeared to be pulled full aft. The airplane reached an altitude of about 100 ft, stalled, rolled to the right, and descended nose-down to impact on the right side of runway 27L. A postimpact fire ensued and was extinguished by airport rescue and firefighting personnel. A witness recorded the takeoff on a mobile telephone; the video showed the takeoff roll, rotation, initial climb, and ended as the airplane pitched nose-high.
A mechanic who worked on the airplane with the pilot reported that the accident flight was the first flight following a 2-year restoration that included replacement of wing and fuselage fabric, flight control cables, and electrical wiring. The mechanic was hesitant for the pilot to fly that day and wanted a high-speed taxi test to check cable tension and trim. The pilot stated he wanted to "hurry up and test fly it" because a friend was visiting.
Personnel Information
The pilot held an airline transport pilot certificate with airplane single- and multi-engine land ratings, and a flight instructor certificate with ratings for airplane single-engine, airplane multi-engine, and instrument airplane. His most recent FAA first-class medical certificate was issued on February 7, 2017, with the limitation "must wear corrective lenses." On that application, he reported 25,000 total flight hours and 400 hours in the previous 6 months. His logbooks indicated about 150 total hours in the accident airplane.
Aircraft Information
The three-seat, high-wing, tail-wheel-equipped, fabric-covered airplane, serial number 12-2136, was manufactured in 1947. It was powered by a 115-horsepower Lycoming O-235-C1C engine and equipped with a two-bladed, fixed-pitch Sensenich propeller. The most recent annual inspection was completed on March 25, 2017, at 1,735.57 total flight hours.
Meteorological Information
At 1253, the recorded weather at SFB included wind calm, visibility 10 statute miles, sky clear, temperature 22°C, dew point -3°C, and altimeter 30.11 inches of mercury.
Wreckage and Impact Information
The airplane came to rest inverted on a heading of about 170° magnetic in a grass area about 9 ft north of the north side of runway 27L, adjacent to the 1,000-ft markers. The nose was crushed aft. The propeller remained attached to the engine and was adjacent to a linear ground crater consistent with propeller dimensions.
The empennage, fuselage, cockpit, and wings were consumed by postimpact fire. The engine exhibited significant thermal damage and several accessories had separated during impact. The crankshaft was manually rotated, continuity of the valve train was established, and thumb compression was obtained on all four cylinders.
All flight control surfaces remained attached. The left and right aileron cables were continuous from the control stick to their bellcranks. Rudder cables were continuous from foot pedals to the rudder bellcrank.
Elevator control cables were continuous from the elevator control horn attach points to the control sticks. However, manipulation revealed that a nose-up input on either control stick resulted in a nose-down elevator deflection (instead of nose-up) and vice versa. Examination showed that the elevator cables were attached to the incorrect (opposite) attach points on the elevator control horn, resulting in reversal of elevator control inputs.
Additional Information
During preflight inspection of a PA-12, a pilot can observe elevator movement when manipulating the control stick, either standing by the open cockpit door or seated in the front seat. Similarly, a pilot on the ground manipulating the elevator by hand can see corresponding control stick movement. During a before-takeoff check, a pilot can view the elevator by turning around and looking back.
The National Transportation Safety Board issued Safety Alerts SA-041, "Pilots: Perform Advanced Preflight after Maintenance," and SA-042, "Mechanics: Prevent Misrigging Mistakes," in March 2015, along with a video safety alert on misrigging.
Medical and Pathological Information
An autopsy performed by the Office of the Medical Examiner, Leesburg, Florida, listed the cause of death as thermal and blunt force injuries. Toxicological testing by the FAA Bioaeronautical Science Research Laboratory was negative for alcohol and drugs.