It’s a normal smoggy day at Chino airport. I’ve just taken off with my student, Stan, whom I’m checking out in his two-seater, fabric-covered Taylorcraft. The takeoff goes normally but after we level off and pick up speed, Stan can’t keep the plane’s nose down.

“Trim forward, Stan.”

“I am.”

“Trim down more.”

“I am!”

The plane is still pitching up violently, threatening to stall. I see Stan straining to push the control wheel forward, but it isn’t helping. What’s wrong?

I’m studying anthropology at Cal State Fullerton and need a little extra cash so when Hank Bradford lures me over to Chino with the promise, “I’ll give you a twin-engine checkout in the Aero Commander” (a larger twin-engine plane), I jump at the chance to work for United California Aviation—the outsize name for Hank’s dubious fixed-base operation. UCA consists of an office, a small workroom with a picture of a naked woman hanging on the wall and a few hundred square feet claimed from the vast and empty adjoining hangar. Hank has opened a small café and offers hamburgers to a few army personnel temporarily stationed here. He acts as a maître d, circulating through the room chatting up the troops as he follows a waitress around, pretending to grab her hips.

I never see the promised Aero Commander. Rather, I end up doing routine maintenance on random aircraft that show up. No tools available—I bring my own. But one day I arrive at work about noon on a Thursday and Hank says, “Wanna’ take the Apache and fly some fishermen down to Baja for the weekend?” Immediately I say yes, even though I’ll miss a day of my classes and even though I have little time to prepare for the flight. But you never turn down a chance to fly a multiengine plane. A fun weekend.

Now today I’m still trying to figure out why Stan can’t control his airplane. “Stan! Give me the wheel.” I grab the dual control wheel and it just about hits me in the face! The airplane is still trying mightily to pitch up. If the nose rises a bit more, the airplane will stall and plummet us to the ground. I barely keep it level, forcing the control wheel forward. “Stan, we have to turn back to the airport; something’s wrong. I’ll land the plane because I don’t know how it’ll react if we slow up.” I hold forward pressure on the wheel all the way through the landing.

I walk around the plane, suspecting something’s wrong with the elevator control system, those “flippers” at the tail that pitch the airplane up or down but they seem to be operating normally.

Then I notice the small trim tab hinged at the rear of one of the elevator surfaces. This tiny deflector moves the larger elevators up or down. So I yell to Stan who is still in the cockpit, “Stan; turn the trim tab crank counterclockwise.” As Stan turns the crank to lower the nose, I see the trim tab moving downward. In flight, this would force the elevator up, which would pitch the nose up­—the opposite of how it’s supposed to work. The mechanic (probably my boss, Hank) had hooked up the trim tab control cable backwards! “Stan; we’re done flying until I get this control fixed!”

This flight could have been a disaster—I hate to think what would have happened if Stan had been flying without an instructor. In the future I determine that after maintenance is done on an airplane I need to perform a more thorough preflight check—including the trim tab.