What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On scene, the aircraft had already been moved into a hangar. The pilot stated that he had landed the aircraft and as he was rolling out, he tried to apply right brake and could not. He tried to apply the right rudder and could not. The aircraft departed the runway striking a runway sign and continued in a left turn back onto the runway. He stated that the rudder and brakes had worked correctly up until the incident.
Prior to FAA arrival, ground crew discovered that the clevis pin, attaching the front right rudder pedal to the brake actuator, had come out. The ground crew installed a new pin and taxied the aircraft back to the hangar.
Inspecting the aircraft, numerous gouges and tears were noted in the skin on the bottom of the aircraft. There were wrinkles in the skin on the left side of the aircraft above and aft of the landing gear strut. In an attempt to locate the clevis pin, it was requested the front belly skin be removed. The clevis pin was found in the belly skin. The clevis pin had wear marks up to and slightly beyond the beginning of the cotter pin hole. We could not locate the cotter pin or pieces of it in the aircraft. With the belly panel removed it was noted that a main tube in the frame was broken on the left side in front of the landing gear strut.
Reviewing the maintenance records, it was noted that the last maintenance on the pedals was conducted during an annual inspection conducted on September 27, 2019. During this maintenance, the rudder pedal assembly was removed and replaced. Since the annual inspection on September 27, 2019, the aircraft flew 482 hours with no issues. There were four 100 hour inspections and an annual inspection conducted. The last annual was signed off on October 7, 2020.
As the FAA filed it
ON SCENE, THE AIRCRAFT HAD ALREADY BEEN MOVED INTO A HANGAR. THE PILOT STATED THAT HE HAD LANDED THE AIRCRAFT AND AS HE WAS ROLLING OUT, HE TRIED TO APPLY RIGHT BRAKE AND COULD NOT. HE TRIED TO APPLY THE RIGHT RUDDER AND COULD NOT. THE AIRCRAFT DEPARTED THE RUNWAY STRIKING A RUNWAY SIGN AND CONTINUED IN A LEFT TURN BACK ONTO THE RUNWAY. HE STATED THAT THE RUDDER AND BRAKES HAD WORKED CORRECTLY UP UNTIL THE INCIDENT.
PRIOR TO FAA ARRIVAL, GROUND CREW DISCOVERED THAT THE CLEVIS PIN, ATTACHING THE FRONT RIGHT RUDDER PEDAL TO THE BRAKE ACTUATOR, HAD COME OUT. THE GROUND CREW INSTALLED A NEW PIN AND TAXIED THE AIRCRAFT BACK TO THE HANGAR.
INSPECTING THE AIRCRAFT, NUMEROUS GOUGES AND TEARS WERE NOTED IN THE SKIN ON THE BOTTOM OF THE AIRCRAFT. THERE WERE WRINKLES IN THE SKIN ON THE LEFT SIDE OF THE AIRCRAFT ABOVE AND AFT OF THE LANDING GEAR STRUT. IN AN ATTEMPT TO LOCATE THE CLEVIS PIN, IT WAS REQUESTED THE FRONT BELLY SKIN BE REMOVED. THE CLEVIS PIN WAS FOUND IN THE BELLY SKIN. THE CLEVIS PIN HAD WEAR MARKS UP TO AND SLIGHTLY BEYOND THE BEGINNING OF THE COTTER PIN HOLE. WE COULD NOT LOCATE THE COTTER PIN OR PIECES OF IT IN THE AIRCRAFT. WITH THE BELLY PANEL REMOVED IT WAS NOTED THAT A MAIN TUBE IN THE FRAME WAS BROKEN ON THE LEFT SIDE IN FRONT OF THE LANDING GEAR STRUT.
REVIEWING THE MAINTENANCE RECORDS, IT WAS NOTED THAT THE LAST MAINTENANCE ON THE PEDALS WAS CONDUCTED DURING AN ANNUAL INSPECTION CONDUCTED ON SEPTEMBER 27, 2019. DURING THIS MAINTENANCE, THE RUDDER PEDAL ASSEMBLY WAS REMOVED AND REPLACED. SINCE THE ANNUAL INSPECTION ON SEPTEMBER 27, 2019, THE AIRCRAFT FLEW 482 HOURS WITH NO ISSUES. THERE WERE FOUR 100 HOUR INSPECTIONS AND AN ANNUAL INSPECTION CONDUCTED. THE LAST ANNUAL WAS SIGNED OFF ON OCTOBER 7, 2020.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.