Accident Details
On November 2, 2024, at about 1436 Alaska daylight time, a Cub Crafters CC18-180 airplane, registration N55PK, was involved in an accident at Lake Hood Airport (LHD) in Anchorage, Alaska. The airplane sustained substantial damage, and the pilot was seriously injured. The flight was operated as a public aircraft flight by the National Park Service, which owns the airplane along with the U.S. Department of the Interior.
The purpose of the flight was to reposition the airplane to Fairbanks, Alaska, where both the pilot and aircraft were based. The airplane departed from runway 32 at LHD. According to the pilot, after becoming airborne, he was unable to move the flight control stick forward, causing the airplane to climb aggressively. He attempted to use the elevator trim to lower the nose and level the aircraft, but the airplane stalled and entered an uncontrolled, nose-down descent toward the runway. The pilot managed to level the airplane slightly but lacked sufficient altitude to recover from the stall. The airplane impacted the runway and came to rest about 78 feet from the initial impact point, resulting in substantial damage to the fuselage and both wing lift struts.
Postaccident Examination
A postaccident examination revealed that the rear flight control stick was incorrectly installed; it was installed in reverse. The curve of the control stick was oriented forward, causing the stick to contact the pilot’s seatback, which restricted movement and limited forward travel. The pilot’s front seat was found in the full aft and locked position.
It was the operator’s practice that pilots could remove the aft control stick when flying cargo to prevent cargo interference. The accident pilot reported that he had never removed the rear control stick from the airplane nor received training on its removal or installation. He was unaware that the rear stick could be installed incorrectly. The pilot had always flown with an instructor pilot in the rear seat and did not know who installed the rear control stick before his flight. The subsequent investigation was unable to identify the person who installed it incorrectly.
The pilot stated that he performed a preflight inspection and found no discrepancies. The rear control stick was already installed when he arrived. Weight and balance were calculated within limits. He then taxied to runway 32 for departure, and he reported, "I did one last carburetor heat check and one last control check and then got clearance from the tower for takeoff."
Reenactment and Manufacturer Guidance
A postaccident reenactment was conducted in an exemplary CC18 in the Office of Aviation Services hangar. The front seat was positioned in the aft position, and the rear control stick was installed backward. The flight control check appeared normal with no binding. However, after applying backstick pressure to simulate takeoff, forward pressure caused the control stick to become jammed in the forward position and unmovable in any direction until the pilot leaned forward and the stick released. During the reenactment, the control stick became jammed with the front seatback frame.
Cub Crafters’ supplement dated January 13, 2016, which describes the process and requirements for reinstalling the rear control stick, states: “Ensure full range of motion (including trim) is met without the rear stick contacting anything.” The supplement must be added to the pilot’s operating handbook and the FAA-approved flight manual when the rear control stick is removed and reinstalled.
Safety Actions
As a result of this investigation, the U.S. Department of the Interior issued a safety alert (DOI SA 25-01) dated November 15, 2024, to address the correct installation of the rear flight control stick. The safety alert also highlights preflight and before-takeoff checklists requiring flight control checks to verify the maximum range of travel is available.