Editor's note: Chief Warrant Officer 4 Brian Robinson and Chief Warrant Officer 3 Larry Ciancio of Colorado's Detachment 33, Operational Support Airlift Command, were conducting a functional check flight (FCF) July 14, 2010, in the unit's C-26E fixed-wing aircraft. After completion of the FCF and during the return to their home station, the aileron control cable snapped, causing an uncommanded roll to the left. A subsequent investigation revealed a misrouted aileron control cable had been sawing through a metal bulkhead for almost two years. Despite two previous maintenance inspections, the discrepancy wasn't discovered. Working together as a crew, Robinson and Ciancio were able to successfully land the aircraft. For their actions, they were recognized with the Broken Wing Award.
I planned to give Chief Warrant Officer 3 Larry Ciancio his annual instrument evaluation, but first we needed to sign off on an FCF for some previous maintenance. Our plan was to take off to the southeast, complete the FCF and return to Buckley Air Force Base. We would then pick up our instrument flight rules clearance to conduct the evaluation. The FCF required both engines be shut down one at a time and the propellers feathered to ensure proper operation.
We had great weather for the test flight and departed about 0900. Larry contacted Denver approach to coordinate a climb to 10,500 feet and obtained some maneuvering airspace to the southeast of Buckley. We arrived in the test flight area and commenced the checklist procedures. While I flew the airplane, Larry performed the engine shutdown, propeller feather and restart procedures. If there is such a thing as a routine FCF, this was it. The airplane was performing flawlessly. The engine shutdowns and restarts were uneventful, and with all the checks completed, it was time to return home.
Larry called Denver approach with our request and they subsequently cleared us to descend into the Class B airspace direct to Buckley. I began a left 30-degree bank descending turn toward Buckley with the runway in sight. As I input right aileron to level the wings, something didn't feel right. There was some resistance just before the yoke snapped out of my hands with a loud crack and fell to an inverted position. I immediately retrieved my grip, only to discover the yoke was completely loose in the roll axis. I was dumbstruck as the aircraft began to steepen its bank angle to the left.
Larry sat straight up instantly, recognizing the seriousness of our predicament. He exclaimed with wide eyes, "Oh $#!%, Brian!" I experienced real fear and heartache that I would soon get to watch as we helplessly plummeted into the ground. Larry jumped on the controls, yet quickly realized his yoke could not stop the roll to the left either. At the same time as Larry was testing his yoke, I was inputting right rudder, but it didn't seem to have any effect. We were in a slow roll going through 60 degrees of bank and would be upside down within seconds.
Larry transmitted "Mayday" to Denver approach control and informed them we had lost control of the aircraft. They responded with, "Altitude at your discretion."
Before the airplane became inverted, I quickly pulled the right engine power-lever to idle, and pushed the left power-lever all the way forward. Thankfully, the differential power stopped the roll and slowly began to level the aircraft.
As we neared level flight, I reduced the left power as necessary to keep the aircraft flying level. For reasons I couldn't understand, the airplane required differential power to fly level. I thought of Al Haines, the United Airlines captain who successfully crash-landed his crippled DC-10 without flight controls at Sioux City, Iowa. Although many survived in Sioux City, some lost their life. I feared our situation could be a recurrence of that crash.
Denver approach control was assisting us as much as possible and was clearing the airspace around us. Straight ahead was Centennial Airport's runway 28, but it was only 4,800 feet long with the approach over a small hill. I found I could steer the airplane with differential power and decided to turn toward Buckley. Buckley's runway is 11,000 feet long and 200 feet wide with crash rescue services on the airfield. Denver approach control also gave us the option of Denver International's 16,000-foot runway, but I elected to head for our familiar home station.
Larry was controlling our altitude with his control yoke. As we lined up with Buckley's runway 32, he discovered he could control the roll of the airplane with the ailerons to the left. However, his yoke was still loose from the neutral position to the right. We began to experiment carefully what control authority we did have. I told Larry to keep the airplane level as I began to input right aileron trim. It became apparent that if we gave the airplane a right turning tendency with trim, Larry could keep the airplane level by using counter pressure with left aileron input. I slowly began to equal the power of the engines, while I kept my right hand on the trim wheel to counteract any left bank excursions.
We decided on crew duties. Larry would fly the airplane while I controlled the engine power, communicated with air traffic control and guarded the trim in case we needed more. I loaded the instrument landing system data for runway 32 into our flight management system. At the glide slope intercept, I lowered the gear, set the flaps to one-half and completed the before-landing checklist. The configuration change was still manageable, but without the benefit of staying in a Holiday Inn Express the night before, we elected not to make any more changes. We prepared for a half-flap landing.
The approach was uneventful. Larry made one of the smoothest landings I've ever witnessed. I aggressively put the power levers into reverse and we quickly slowed to taxi speed. I terminated the emergency with the tower and Larry began the taxi to parking. The adrenaline and tension began to give way to the fear of what had just happened. We gave each other a high five, yet didn't really know what to say to each other. We completed the shutdown with the checklist as we had done countless times before.
Lessons Learned
We were very lucky this incident occurred on a bright, clear day with some altitude to work with. Had it occurred just minutes earlier with an engine shutdown, a successful outcome would have been unlikely.
When the cable broke, I was entirely dumbstruck. I never announced to Larry I had a problem, but with my yoke upside down, he figured it out. Had he not continued to experiment with his yoke, we may have just landed with differential power applied and the landing would have been more spectacular.
My shock at what happened delayed my taking immediate action. There is no emergency procedure published for such an event. When an incident occurs that you have never trained for, you can't give up. You must use all available knowledge and previous skills to find a solution. Thankfully we did.
We never formally transferred the controls, but we did fly as a crew and figured out how to get our wounded bird home. It took two people to land the airplane successfully.
Food for Thought
The Army Aircrew Coordination Training Enhanced (ACT-E) program provides a mechanism to effectively integrate, sustain and maintain crew coordination in the operations of aviation units. The need to evaluate aircrews consistently according to that training cannot be overstated. With greater than 25
percent of Army aviation accidents attributed to or involving crew coordination failures, aviation Leaders must continue to invest time in strategies that address improvements in crew coordination.
FYI
The Army Aviation Broken Wing Award recognizes aircrew members who demonstrate a high degree of professional skill while recovering an aircraft from an in-flight failure or malfunction requiring an emergency landing. Knowledge will periodically spotlight Soldiers who were recently presented with this award. Details on eligibility and nomination procedures of the award can be found in Department of Army Pamphlet 385-10, 6-3(f).
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