Piper PA-28RT-201 incident near Chesapeake, Virginia, August 31, 2013
On August 31, 2013 at about 5:45 pm local time, a 1979 Piper PA-28RT-201, registered N2091W, was involved in an incident during takeoff near Chesapeake, Virginia (Hampton Roads Executive airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Maintenance personnel’s inadequate inspection and compliance with a Federal Aviation Administration airworthiness directive, which resulted in an undetected corroded and cracked stabilator turnbuckle and the subsequent failure of the turnbuckle and loss of elevator control during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 31, 2013 · about 5:45 pm local time
- Place
- Chesapeake, Virginia · Hampton Roads Executive · map
- Type
- Incident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28RT-201, built 1979 · all PA-28RT-201s on the register
- Registration
- N2091W · registry record · serial 28R-7918076
- Damage
- Not recorded
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and safety pilot reported that, during takeoff, they heard a loud "pop" as the pilot increased the angle-of-attack to become airborne and that the airplane then pitched down. The airplane became airborne momentarily and then the safety pilot aborted the takeoff. The airplane touched down on the runway in a three-point attitude. Examination of the airplane revealed that the aft lower stabilator flight control cable's turnbuckle assembly had broken at the aft cable terminal fitting and that the control cable terminal had fractured due to stress-corrosion cracking. Federal Aviation Administration Airworthiness Directive (AD) 2013-02-13 and Piper Service Bulletin (SB) 1245A were issued to address the failure of the control cables. According to the airframe and powerplant mechanic's logbook entry for the most recent annual inspection, which occurred 6 flight hours before the cable failure, he had complied with AD 2013-02-13 by inspecting the cables in accordance with Piper SB 1245A. The SB instructed the mechanic to disassemble the turnbuckle assembly and clean it using a solvent, such as acetone, or a general purpose scouring pad and then to use a 10x magnifier, a mirror, and a suitable light source to inspect each turnbuckle, cable terminal, and adjacent portion of the cable. Any evidence of cracks, cable fraying, or corrosion was cause for replacement. Further examination of the terminal fitting indicated that it was covered in many areas with deposits that were likely a mix of corrosion products, grease, and dirt, and, therefore, that it had not been cleaned sufficiently to allow for an effective inspection. No scratches were observed on the surface, indicating that a scouring pad had not been used. The deposits observed on the turnbuckle were unable to be readily removed without a scouring pad, indicating that they were likely there longer than the month since the inspection occurred.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Aircraft maintenance event during prior to flight
- Flight control sys malf/fail during takeoff defining event
- Off-field or emergency landing during landing
The NTSB's findings
- cause Aircraft › Aircraft systems › Flight control system › Stabilizer control system › Fatigue/wear/corrosion
- cause Aircraft › Aircraft systems › Flight control system › Stabilizer control system › Failure
- cause Aircraft › Aircraft handling/service › Maintenance/inspections › Scheduled maint checks › Not serviced/maintained
- cause Aircraft › Aircraft handling/service › Maintenance/inspections › Scheduled maint checks › Inadequate inspection
- cause Personnel issues › Task performance › Maintenance › Scheduled/routine maintenance › Maintenance personnel
- cause Personnel issues › Task performance › Inspection › (general) › Maintenance personnel
Pilot
- Certificate: flight instructor, commercial pilot, private
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,700 hours in all; 10 in this make and model; 3,585 as pilot in command; 3,076 on instruments
- Last flight review: October 12, 2012
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,600 hours in all; 1 in this make and model; 70 in the last 90 days; 28 in the last 30 days; 3,000 as pilot in command; 1,800 on instruments
- Last flight review: January 16, 2013
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,106 hours
- Last inspection: annual inspection, July 21, 2013
- Maximum gross weight: 2,758 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C6 (piston); 4,277 hours total
- Operator: Ccm Inc.
The flight
- Departed from: PVG Chesapeake VA at 5:49 pm
- Destination: PVG Chesapeake VA
- Flight plan: none
- Runway 20, 3,525 ft by 70 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 200° at 9 knots, gusting 14
- Visibility: 10 statute miles
- Sky: a few clouds
- Temperature: 88°F (31°C), dew point 70°F (21°C)
- Altimeter: 29.95 inHg
- Observation at 5:55 pm from PVG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.