DA40 Diamond Star
Flight Crew Private; Flight Crew Instrument
Flight Crew Last 90 Days 14; Flight Crew Total 700; Flight Crew Type 35
Situational Awareness; Training / Qualification; Troubleshooting; Workload; Communication Breakdown; Confusion; Distraction; Human-Machine Interface
Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Loss Of Aircraft Control
Air Traffic Control Issued Advisory / Alert; Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Aircraft; Airport; Human Factors; Weather
I departed Runway 22 at AVP on an IFR flight plan to JYO. During the departure the Controller issued a low altitude alert after which I expedited my climb and returned to course without further incident. This alert was precipitated by my inadequate response to autopilot failure during departure combined with several other distracting factors. After takeoff at approximately 1;000 AGL and just prior to entering IMC I engaged the autopilot. Shortly afterwards just I was entering IMC conditions a 'trim failure' was announced with accompanying loud and continuously ringing chime. I disengaged the autopilot and began hand flying as I entered IMC. Although the autopilot was off; that did not stop the trim failure notice/chime. During this time or shortly before; the Controller also issued a descent clearance to a similar tail number; which I enquired about; issued traffic warnings and cleared me to a new waypoint. I was just entering the new waypoint into the Garmin 430 as I was hand flying; when the Controller alerted me of the low altitude. All this had combined to lead me to go off course. Upon receiving the alert I [concentrated on] aviating; expedited my climb and returned to the proper course. [While my attention was concentrated on correcting my course and altitude] the Controller was; as he should; continuously calling my tail number [to insure I had received his warning]. Around 4;000 AGL I broke out of the clouds into VFR conditions. I finally got the chime to stop by pushing the annunciate button and pulled and reset the circuit breaker for the autopilot; which fixed the trim failure. Although current via hooded flight; this was my first flight in actual IMC in six months and first departure in IMC in a while. I had failed to concentrate on the climb and the course FIRST. Unlike where I normally fly; there is mountainous terrain near the departure course from AVP. Second; I should have practiced and memorized the autopilot failures (this was my first ever) and responses on a more frequent basis. Last; while it is usually a good idea to check controller instructions when you think it might be for you but are not certain; in this case the instruction was so clearly inconsistent with my flight (descend vice climb) that I should have waited until I had the situation sorted out. To help ensure that I do not repeat these mistakes I will get together with my instructor and fly simulated IFR departures and approaches; with emergencies; hand flying; and simulated autopilot failure. I will also seek out more IMC weather for practice. In addition; I will review the emergency procedures for the DA40; with a special emphasis on the autopilot. Finally; I will study all future departures THROUGHLY.
A DA-40 pilot taking off in IMC suffered and elevator trim failure with and accompanying oral warning just as he entered the weather. The distractions caused by the failure and the inability to silence the warning affected his control of the aircraft's flight path and and ATC issued repeated low alitude alerts as he approached hills on his departure route.