Page:NTSB Report, Paul Kelly Flying Service crash.pdf/13

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flight control system which were not demolished were properly attached and safetied. The control cable separations were characteristic of tension over- load. The balance tabs from both ailerons, and the adjustable aileron tab had separated but were found as complete surfaces. Damage to the electric trim actuator precluded determination of the adjustable tab setting at impact.

The rudder, with trim tab attached, was found as a complete unit. The rudder trim actuator arm was approximately in the neutral position.

The left horizontal stabilizer was severly broken up. The right hori- zontal stabilizer was relatively intact, except for the leading edge which was demolished. The stabilizer hinge point had separated from the supporting structure and was found as a complete unit. The hinge pin bearing surfaces operated smoothly. The stabilizer Jackscrew setting was within apprOXimately 0.5-degree of the aircraft nosedown stop. This equates to a trimmed speed regime of 300 knots.

There was no evidence of any disc failures in either the compressor or turbine sections of the engines. Both engines were rotating at impact.

The electrical system components were examined and there were no Signs of malfunction or fire. Although the two solid state inverters were demolished, examination of the two attitude indicators revealed they were deformed and locked in a pitch attitude of 50—60 degrees nosedown. One instrument was sufficiently intact to establish that electrical power was on and the bank attitude was 90 degrees at impact.