Schlagwort-Archive: Safety

Corroded Elevator Control Tube

The pilot was departing on a local flight in the experimental glider when the glider unexpectedly separated from the towline shortly after liftoff. The glider then entered a left turn and landed in a wings-level attitude. The tail boom was substantially damaged during the landing. The tow airplane and the towline were not damaged during the event.

Postaccident examination determined that the elevator control tube installed in the vertical stabilizer was corroded along the entire length of its inner surface, reducing its wall thickness. Water likely entered the control rod, either through a witness hole near the upper end of the control tube or as moisture carried in by humid air. There was no rain hole at the bottom end of the control tube, and, as a result, there was no way for liquid water to drain out of the control tube.

The wall thickness eventually thinned sufficiently to cause the tube to burst in the longitudinal direction near its upper end. After the control tube burst, the resulting hole on the side of the tube allowed for the easy ingress of water that made its way past the boot seal. The corrosion product and standing water at the base of the tube eventually reduced the tube wall thickness to a point where it could no longer withstand the typical operational loads and subsequently fractured in overstress near the clevis fitting during the accident flight. The overstress failure of the control tube prevented the pilot’s control of the elevator during the accident flight. The last condition inspection of the glider was completed 24 days before the accident. The corresponding logbook entry noted that the flight controls were inspected and the glider was airworthy. The longitudinal fracture near the upper end of the elevator control tube would have been readily visible with the rubber boot removed, and, as such, it is likely the mechanic did not remove the rubber boot to adequately inspect the elevator control tube during the last condition inspection.

Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident: The overstress fracture of the elevator control tube due to reduced wall thickness from water intrusion and subsequent corrosion. Contributing to the accident were the lack of a drain hole at the bottom of the elevator control tube, which allowed the tube to collect water, and the mechanic’s inadequate inspection of the elevator control system during the recent condition inspection.

Preventing Similar Accidents

Mechanics Manage Risk and Follow Procedures
Mistakes performed during aircraft maintenance and inspection procedures have led to in-flight emergencies and fatal accidents. System or component failures are the most common defining events for fatal general aviation accidents. Mechanics should learn about and adhere to sound risk management practices to prevent common errors; even well-meaning, motivated, experienced technicians can make mistakes. Fatigue can be a hazard even for mechanics, and it can be linked to forgetfulness, poor decision-making, reduced vigilance, and ultimately interfere with the mechanic’s ability to do the job safely.

Mechanics should carefully follow manufacturers‘ instructions to ensure the work is completed as specified. Also, up-to-date instructions and manuals should be used; other qualified mechanics are also a great resource. Mechanics need to pay close attention to the safety and security of the items that undergo maintenance, as well as the surrounding components that may have been disconnected or loosened during the maintenance. Inspecting maintenance work is a great way to ensure it is done correctly. Routine inspections should be thorough, and items needing immediate attention should be addressed rather than deferred. Source and entire report: ‚NTSB, National Transportation Safety Board‚.

Sea-Survival-Training in Elsfleth

In Zusammenarbeit mit Fire Safety Training und dem Maritimen Kompetenzzentrum fand Ende September erneut das Sea-Survival Training in Elsfleth nahe Bremen statt. Seit 20 Jahren bietet die AOPA-Germany diesen zweitägigen Lehrgang an. Vermittelt werden Methoden zur Selbstrettung aus einem notgewasserten Luftfahrzeug und deren sichere Beherrschung.

Nach Anreise aller 12 Teilnehmer am Freitagvormittag starteten wir mittags nach der überaus freundlichen Begrüßung durch Tobias Schultze (Geschäftsführer Fire Safety Training) und einer Vorstellungsrunde mit einer umfassenden theoretischen Einweisung. Die sehr interessante, spannende und kurzweilige Unterweisung deckte die unterschiedlichen Facetten im Falle einer Notwasserung ab. Quelle: ‚AOPA Germany‚.

(Schweizer) „Spezialfinanzierung Luftverkehr“

Ein Teil der Erträge aus der Mineralölsteuer kann zur Förderung von Projekten im Zusammenhang mit dem Luftverkehr eingesetzt werden. Unterstützt werden Massnahmen zur Begrenzung der Auswirkungen des Luftverkehrs auf die Umwelt, zur Abwehr widerrechtlicher Handlungen gegen den Luftverkehr (Security) und zur Förderung eines hohen technischen Sicherheitsniveaus (Safety).

  • Im Bereich Umweltschutz können Massnahmen zur Begrenzung der Auswirkungen des Luftverkehrs auf die Umwelt, wie z. B. Projekte zur Begrenzung von Lärm oder Schadstoffemissionen, unterstützt werden.
  • Im Bereich Security können Massnahmen zum Schutz vor illegalen Handlungen in der Schweizer Luftfahrt (z. B. Terrorismus), wie z. B. Entwicklungen zu Flugsicherheitskontrollen und Schulungen von Sicherheitspersonal, unterstützt werden.
  • Im Bereich Safety können Massnahmen zur Gewährleistung der technischen und operationellen Verlässlichkeit der Schweizer Luftfahrt, wie z. B. der Einbau von Kollisionswarngeräten in Luftfahrzeuge, Weiterbildungskurse und die Finanzierung der lokalen An- und Abflugsicherungsdienste, unterstützt werden.

Finanzhilfen werden nur auf Gesuch hin gewährt. Die Finanzhilfen werden – soweit die verfügbaren Mittel aus der Kerosinbesteuerung reichen – in Form von nicht rückzahlbaren Geldleistungen (A-fonds-perdu-Beiträge) ausgerichtet. Der Bundeshöchstsatz beträgt maximal 80 Prozent der anrechenbaren Kosten einer Massnahme. Quelle: ‚BAZL‚.

Weitere Informationen zur SFLV finden Sie in den folgenden Dokumenten:

Safety Seminar der AOPA Luxembourg am 4. Februar

Unsere Kollegen der AOPA Luxembourg führen das jährliche Safety Seminar am 4. Februar im Parc Hotel Alvisse in Luxembourg durch. Die Agenda und weitere Informationen zu den Kosten finden Sie hier. Wenn Sie an diesem Seminar teilnehmen möchten, senden Sie bitte eine E-Mail an

As aviation enthusiasts, we are all convinced that safety on a flight is a primary concern. Different public or private organizations are trying to improve it every day by updating or creating new regulations, reviewing all accidents, and issuing information and advice.

AOPA Luxembourg is happy to invite you to its yearly Safety Seminar. The seminar will take place on the 4th of February 2023 at Parc Hotel Alvisse (120 route d’Echternach, 1453 Luxembourg). The Safety Seminar will cover some of the above-mentioned points. Please find below the program of the 2023 Safety Seminar:

The seminar is free for AOPA Luxembourg members. Participation in the lunch is 30.00€ for members. Non-members are also welcome to attend and the fee for participation is 55.00€, including meals. Participation only is 25 €. AOPA will provide coffee breaks. If you wish to attend this seminar, please send an email to by return mail and not later tan Jan 31st.

Please include:
your name and member ID number of 2022, if applicable, and indicate if you would like to have lunch with us and if so, please specify your menu choice (normal, vegetarian, lactose-free, gluten-free).

Pascal Kremer, Organiser
Marina Paralingova, Secretary-General
Peter Sodermans, President