# Accident 20020122002919A: Bbavia 7KCAB, Milton, FL, January 22, 2002 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: January 22, 2002, 15:00 local time - Place: Milton, FL - Airport: Milton T Field Airport - Damage: Substantial damage - Phase of flight: Level Off Touchdown - Operating rules: General operating rules (Part 91) - Location: 30.6375° N, 86.9936° W: From the FAA - Nearby events: https://openairdocs.org/map.md?lat=30.6375&lon=-86.9936&mi=10 - Aircraft: N41686, registered now (https://openairdocs.org/aircraft/N41686) (OpenAirDocs) - Registry model: Bellanca 7KCAB (registry code 1220701, https://openairdocs.org/model/bellanca-7kcab) (OpenAirDocs) - Registry engine: Lycoming IO-320 series (registry code 41509, https://openairdocs.org/engine/lycoming-io-320-series) (OpenAirDocs) - Reported make and model: BBAVIA 7KCAB - Reported engine: LYC IO320E2A - People aboard: 2 - Fatal injuries: 0 - Pilot flight hours: 4,500 total, 75 in this make and model, 15 in the last 90 days - NTSB investigation: [NTSB MIA02LA055](https://openairdocs.org/ntsb/MIA02LA055) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20020122002919A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. (.19) ON JANUARY 22, 2002, ABOUT 1500 CENTRAL STANDARD TIME, A BELLANCA 7KCAB, N41686, REGISTERED TO GOLD WINGS LIMITED, EXPERIENCED A LOSS OF CONTROL DURING THE LANDING ROLL AT PETER PRINCE FIELD AIRPORT, MILTON, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE COMMERCIAL-RATED PILOT AND A PILOT-RATED PASSENGER WERE NOT INJURED. THE FLIGHT ORIGINATED ABOUT 45 MINUTES EARLIER FROM PETER PRINCE FIELD AIRPORT. THE PILOT STATED THAT AFTER TAKEOFF THE FLIGHT RETURNED AFTER FLYING UNEVENTFULLY FOR ABOUT 1/2 HOUR WITH THE INTENTION OF PERFORMING TOUCH-AND-GO LANDINGS. THE WINDSOCK INDICATED THAT THE WIND WAS LIGHT AND VARIABLE AND THE FLIGHT ENTERED RIGHT TRAFFIC FOR RUNWAY 18. WHILE ON FINAL APPROACH, HE NOTED THAT THE BALL OF THE TURN AND BANK INDICATOR WAS FULL LEFT WITH NO RUDDER INPUT, AND ALSO THAT THE AIRPLANE WAS DRIFTING WEST. HE PERFORMED A GO-AROUND AND REENTERED THE TRAFFIC PATTERN FOR RUNWAY 18 FOR A FULL-STOP LANDING. HE PERFORMED A SECOND GO-AROUND DUE TO THE APPROACH BEING, "SIMILARLY UNCOMFORTABLE" AND AGAIN REENTERED THE TRAFFIC PATTERN FOR RUNWAY 18. HE REPORTED THAT DURING THE THIRD APPROACH HE HAD FULL LEFT RUDDER PEDAL INPUT AND NEARLY FULL LEFT AILERON INPUTS APPLIED AND WAS, "...ABLE TO KEEP WINGS LEVEL AND FLY FAIRLY STRAIGHT DOWN THE RUNWAY." HE ALSO REPORTED THAT LEFT RUDDER PEDAL INPUT DID NOT APPEAR TO HAVE ANY EFFECT. HE PERFORMED A WHEEL LANDING MOMENTARILY THEN AFTER THE TAIL WHEEL CONTACTED THE RUNWAY, THE AIRPLANE "IMMEDIATELY" SWERVED VIOLENTLY TO THE RIGHT AND DEPARTED THE RUNWAY INTO THE GRASS. THE AIRPLANE GROUND LOOPED AND CAME TO REST WITH THE EMPENNAGE ELEVATED. PRELIMINARY EXAMINATION OF THE AIRPLANE REVEALED THE LEFT RUDDER CABLE WAS OFF THE PULLEY; THE RUDDER CONTROL SURFACE AND THE TAILWHEEL WERE FREE TO MOVE. (-23) PILOT STATES AFTER APPROXIMATELY 30 MINUTES OF UNEVENTFUL FLIGHT, RETURNED TO MILTON AIRPORT INTENDING TO MAKE TOUCH-AND-GO LANDINGS. UPON FINAL APPROACH FOR TOUCH-AND-GO, AIRCRAFT WAS DRIFTING TO THE RIGHT AS IF IT WERE SKIDDING. THIS WAS CONFIRMED BY TURN AND BANK INDICATOR BALL POSITIONED TO FAR LEFT SIDE, WITHOUT RUDDER PEDAL PRESSURE BEING APPLIED. DECIDED AGAINST TOUCH-AND-GO LANDING AND PLANNED FOR FULL STOP. NEEDED LONGER STRAIGHT A WAY, SO WENT AROUND. ATTEMPTED APPROACH WITH SAME RESULTS. ON 3RD ATTEMPT WITH THE LEFT RUDDER PEDAL FULLY FORWARD, HAD LITTLE OR NO EFFECT, WITH BALL STILL POSITIONED TO EXTREME LEFT. UPON TOUCHDOWN THE AIRCRAFT IMMEDIATELY SWERVED VIOLENTLY TO THE RIGHT, LEAVING THE RUNWAY IN A GROUND LOOP, WHICH TERMINATED WITH THE LEFT WINGTIP AND NOSE TOUCHING THE GROUND. BOTH OCCUPANTS EXITED WITH NO INJURIES. (.4) ON JANUARY 22, 2002, ABOUT 1500 CENTRAL STANDARD TIME, A BELLANCA 7KCAB, N41686, REGISTERED TO GOLD WINGS LIMITED, EXPERIENCED A LOSS OF CONTROL DURING THE LANDING ROLL AT PETER PRINCE FIELD AIRPORT, MILTON, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND NO FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 91 PERSONAL FLIGHT. THE AIRPLANE WAS SUBSTANTIALLY DAMAGED AND THE COMMERCIAL-RATED PILOT AND A PILOT-RATED PASSENGER WERE NOT INJURED. THE FLIGHT ORIGINATED ABOUT 45 MINUTES EARLIER FROM PETER PRINCE FIELD AIRPORT. THE PILOT STATED THAT AFTER TAKEOFF THE FLIGHT RETURNED AFTER FLYING UNEVENTFULLY FOR ABOUT 1/2 HOUR WITH THE INTENTION OF PERFORMING TOUCH-AND-GO LANDINGS. THE WINDSOCK INDICATED THAT THE WIND WAS LIGHT AND VARIABLE AND THE FLIGHT ENTERED RIGHT TRAFFIC FOR RUNWAY 18. HE NOTED THAT THE FIRST INDICATION OF A PROBLEM WAS EVIDENT UPON ROLLING OUT ON FINAL APPROACH; THE AIRPLANE WAS DRIFTING TO THE RIGHT. HE RECHECKED THE WINDSOCK AND CONFIRMED A LIGHT WIND NEARLY ALIGNED WITH THE RUNWAY. HE LATER STATED THAT IT FELT LIKE THE AIRPLANE WAS SKIDDING WHICH WAS CONFIRMED BY THE TURN AND BANK INDICATOR WHICH WAS INDICATING THE BALL BEING FULLY DEFLECTED TO THE LEFT EVEN THOUGH NO RIGHT RUDDER PEDAL INPUT WAS APPLIED BY HIM. AT THAT POINT HE CHANGED FROM DOING TOUCH-AND-GO LANDINGS TO A FULL-STOP LANDING AND PERFORMED A GO-AROUND AND REENTERED THE TRAFFIC PATTERN FOR RUNWAY 18. HE PERFORMED A SECOND GO-AROUND DUE TO THE APPROACH BEING, "SIMILARLY UNCOMFORTABLE" AND AGAIN REENTERED THE TRAFFIC PATTERN FOR RUNWAY 18. HE REPORTED THAT DURING THE THIRD APPROACH HE HAD FULL LEFT RUDDER PEDAL INPUT AND NEARLY FULL LEFT AILERON INPUTS APPLIED AND WAS, "...ABLE TO KEEP WINGS LEVEL AND FLY FAIRLY STRAIGHT DOWN THE RUNWAY." HE ALSO REPORTED THAT LEFT RUDDER PEDAL INPUT DID NOT APPEAR TO HAVE ANY EFFECT. HE PERFORMED A WHEEL LANDING MOMENTARILY THEN AFTER THE TAIL WHEEL CONTACTED THE RUNWAY, THE AIRPLANE ""IMMEDIATELY" SWERVED VIOLENTLY TO THE RIGHT AND DEPARTED THE RUNWAY INTO THE GRASS. THE AIRPLANE GROUND LOOPED AND CAME TO REST WITH THE EMPENNAGE ELEVATED. POSTACCIDENT EXAMINATION OF THE RUDDER FLIGHT CONTROL SYSTEM REVEALED THE LEFT RUDDER CABLE WAS OFF THE PULLEY AND "LIGHT HAND PULL ON CABLE ALLOWS LATERAL DEFLECTION OF ONE TO TWO INCHES." THE RUDDER CONTROL SURFACE AND THE TAILWHEEL WERE FREE TO MOVE, NO BINDING WAS NOTED IN THE RUDDER FLIGHT CONTROL SYSTEM. BOTH RUDDER RETURN SPRINGS WERE NOT FAILED AND THERE WAS NO FAILURE OF EITHER RUDDER FLIGHT CONTROL CABLE. REVIEW OF THE MAINTENANCE RECORDS OF THE AIRPLANE REVEALED THAT THE AIRPLANE WAS INSPECTED LAST IN ACCORDANCE WITH AN ANNUAL INSPECTION THAT WAS SIGNED OFF ON NOVEMBER 24, 2001. THE AIRPLANE HAD ACCUMULATED APPROXIMATELY 22 HOURS SINCE THE INSPECTION AT THE TIME OF THE ACCIDENT. FURTHER REVIEW OF THE MAINTENANCE RECORDS REVEALED AN ENTRY DATED MAY 17,1995, INDICATING THAT THE AIRPLANE WAS RESTORED BETWEEN DECEMBER 1991, AND MAY 1995. THERE WAS NO RECORD OF WORK PERFORMED TO THE RUDDER FLIGHT CONTROL SYSTEM IN THE LAST 5 YEARS. REVIEW OF THE AIRPLANE SERVICE MANUAL REVEALED IN PART RUDDER CABLE TENSION IS CHECKED DURING A 100-HOUR, 500-HOUR, AND 1,000-HOUR INSPECTIONS. A COPY OF THE SERVICE MANUAL IS AN ATTACHMENT TO THIS REPORT. ## The NTSB's investigation of this event (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB MIA02LA055](https://openairdocs.org/ntsb/MIA02LA055), Jan 22, 2002: Bellanca 7KCAB (N41686), Milton, FL, substantial damage. Probable cause: The inability of the pilot to maintain directional control of the airplane resulting in a ground loop. A finding in the investigation was a loose left rudder flight control cable. From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.