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C140 instructor pilot reported that after encountering control difficulties in flight; postflight inspection revealed the vertical stabilizer mounting attach point had cracked 'clean through' and the stabilizer could be moved 10 to 12 inches at the top of the stabilizer.
| Attributes | |
| ACN | 1373289 |
| Time | |
| Date | 201607 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Cessna 140 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Initial Climb |
| Route In Use | None |
| Flight Plan | None |
| Component | |
| Aircraft Component | Vertical Stabilizer/Fin |
| Person 1 | |
| Function | Pilot Not Flying Instructor |
| Qualification | Flight Crew Flight Instructor Flight Crew Commercial |
| Experience | Flight Crew Last 90 Days 110 Flight Crew Total 600 Flight Crew Type 19 |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical |
Narrative:
No issues were noted on the long taxi which included a check of the flight controls. A before takeoff checklist was completed. Upon takeoff clearance and on the runway; the aircraft was run up to a higher speed and then slowed back down. No issues were noted. This was followed by a normal take-off and departure to the west practice area. Once at the practice area; at a safe altitude and conducting clearing turns; we went through commercial pilot maneuvers (slow flight and recovery; approach (power off) stall and recovery; departure (power on) stall and recovery; steep turns; chandelle; lazy eights and steep spiral) and then descended to do ground reference maneuvers (turns on point; eights on pylons and s-turns over road.) once complete with these maneuvers; we returned to the field for takeoffs and landings (pattern work). Our first landing was to a full stop and we taxied back to [the] runway without incident. After getting a clearance and taking off to remain in the pattern without incident; we came in for a wheel landing touch and go. The landing was correctly executed. The pilot added power and we experienced a heavy vibration that felt like it was coming from the tail wheel as we began a climb. As we climbed out; the left seat pilot was unable to move the elevator control to push the nose forward and informed the right seat pilot. The right seat pilot had to use heavy force to push the elevator and could feel a 'snapping' sensation as it was pushed forward. As we turned from upwind to crosswind; the left seat pilot informed the right seat pilot that he was going to [advise ATC] on downwind. The left seat pilot landed the plane safely; albeit hard to control on the roll out. After exiting the runway; we taxied back to the ramp.after shutting down the engine and upon further inspection; we found the vertical stabilizer was loose. It was still attached to the tail of the plane; but could be moved at the top 10'-12'. It was also noted that the 'spar' or 'bracket' that holds the vertical stabilizer to the tail was cracked clean through.
Original NASA ASRS Text
Title: C140 instructor pilot reported that after encountering control difficulties in flight; postflight inspection revealed the vertical stabilizer mounting attach point had cracked 'clean through' and the stabilizer could be moved 10 to 12 inches at the top of the stabilizer.
Narrative: No issues were noted on the long taxi which included a check of the flight controls. A before takeoff checklist was completed. Upon takeoff clearance and on the runway; the aircraft was run up to a higher speed and then slowed back down. No issues were noted. This was followed by a normal take-off and departure to the west practice area. Once at the practice area; at a safe altitude and conducting clearing turns; we went through commercial pilot maneuvers (slow flight and recovery; approach (power off) stall and recovery; departure (power on) stall and recovery; steep turns; chandelle; lazy eights and steep spiral) and then descended to do ground reference maneuvers (turns on point; eights on pylons and s-turns over road.) Once complete with these maneuvers; we returned to the field for takeoffs and landings (pattern work). Our first landing was to a full stop and we taxied back to [the] runway without incident. After getting a clearance and taking off to remain in the pattern without incident; we came in for a wheel landing touch and go. The landing was correctly executed. The pilot added power and we experienced a heavy vibration that felt like it was coming from the tail wheel as we began a climb. As we climbed out; the left seat pilot was unable to move the elevator control to push the nose forward and informed the right seat pilot. The right seat pilot had to use heavy force to push the elevator and could feel a 'snapping' sensation as it was pushed forward. As we turned from upwind to crosswind; the left seat pilot informed the right seat pilot that he was going to [advise ATC] on downwind. The left seat pilot landed the plane safely; albeit hard to control on the roll out. After exiting the runway; we taxied back to the ramp.After shutting down the engine and upon further inspection; we found the vertical stabilizer was loose. It was still attached to the tail of the plane; but could be moved at the top 10'-12'. It was also noted that the 'spar' or 'bracket' that holds the vertical stabilizer to the tail was cracked clean through.
Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.