# NTSB ERA09CA495: Underland/Grothe/Finstrom Mmii (Must, N7798R, Lantana, FL, August 29, 2009 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: August 29, 2009, 14:15 local (18:15 UTC) - Place: Lantana, FL - Coordinates: 26.988332, -80.14167 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=26.9883&lon=-80.1417&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Flight control sys malf/fail](https://openairdocs.org/ntsb-events/333) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report December 29, 2009 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 74640 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA09CA495 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/74640/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=74640 - Page: https://openairdocs.org/ntsb/ERA09CA495 ## Probable cause The delay by both pilots to abort the takeoff resulting in a runway overrun. Contributing to the accident was the unintentional forward movement of the pilot's seat resulting in interference with the control stick. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: delayed action](https://openairdocs.org/ntsb-findings/02041025): Personnel issues › Action/decision · Flight crew (probable cause); cases with it: [Underland/Grothe/Finstrom MMII (MUSTANG II), 1 case](https://openairdocs.org/ntsb-findings/02041025/cases.md?model=05605N6), [All aircraft, 894 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md) - [Fuselage: seat/cargo attach fitting](https://openairdocs.org/ntsb-findings/01035347): Aircraft › Aircraft structures · Unintentional use/operation (probable cause); cases with it: [Underland/Grothe/Finstrom MMII (MUSTANG II), 1 case](https://openairdocs.org/ntsb-findings/01035347/cases.md?model=05605N6), [All aircraft, 27 cases](https://openairdocs.org/ntsb-findings/01035347/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Flight control sys malf/fail](https://openairdocs.org/ntsb-events/333) (defining event); cases with it: [Underland/Grothe/Finstrom MMII (MUSTANG II), 1 case](https://openairdocs.org/ntsb-events/333/sequence.md?model=05605N6), [All aircraft, 410 cases](https://openairdocs.org/ntsb-events/333/sequence.md) - [Takeoff: Attempted remediation/recovery](https://openairdocs.org/ntsb-events/060); cases with it: [Underland/Grothe/Finstrom MMII (MUSTANG II), 1 case](https://openairdocs.org/ntsb-events/060/sequence.md?model=05605N6), [All aircraft, 1,422 cases](https://openairdocs.org/ntsb-events/060/sequence.md) - [Takeoff-rejected takeoff: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Underland/Grothe/Finstrom MMII (MUSTANG II), 1 case](https://openairdocs.org/ntsb-events/300/sequence.md?model=05605N6), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) ## Analysis The pilot stated that he completed the takeoff checklist and began the takeoff roll. The airplane accelerated, and at 75 to 80 miles-per-hour (mph) indicated, he attempted to rotate, but was unsuccessful because of what he thought was his seat restricting aft movement of the control stick. The certified flight instructor (CFI) attempted to move his control stick and was also unable. He (CFI) reduced the throttle and mixture controls, and both applied brake pressure. The airplane went off the end of the runway onto grass and came to rest with the nose landing gear collapsed. The CFI stated that, before takeoff, he confirmed freedom of the flight controls. During the takeoff roll when the airplane had reached 65 mph and the pilot had not begun to rotate he informed the pilot to “…lighten the nose….” The pilot acknowledged, and when at 85 mph, the CFI told the pilot to rotate. The pilot replied that he was trying. The CFI reported he attempted to rotate, applying aft elevator control, and he then felt metal on metal contact. Realizing that a control problem of unknown origin existed, he reduced the throttle and mixture controls, took control of the airplane, and asked the pilot to assist him on the brakes. He avoided the runway end lights and had the canopy released before contacting bushes at the edge of a lake. Both exited the airplane, and the pilot mentioned to him at that time that his seat had slid forward while turning onto the runway resulting in elevator control interference. Postaccident inspection of the airplane by a Federal Aviation Administration airworthiness inspector revealed the left seat was in the most forward position and the flight control stick was in contact with the seat. While in that position the elevator primary and secondary flight control surfaces were in positions corresponding to airplane nose-down input. The left seat was moved aft, and full elevator control authority was obtained. Further examination of the seat revealed the locking mechanism appeared to be operational; however, it was noted that the seat did not contain a cutout which allowed full aft movement of the control stick. ## Factual narrative The pilot stated that he completed the takeoff checklist and began the takeoff roll. The airplane accelerated and at 75 to 80 miles-per-hour (mph) indicated he attempted to rotate but was unsuccessful because of what he thought was his seat restricting aft movement of the control stick. The certified flight instructor (CFI) attempted to move his control stick and was also unable. He (CFI) reduced the throttle and mixture controls and both applied brake pressure. The airplane went off the end of the runway onto grass and came to rest with the nose landing gear collapsed. The CFI stated that before takeoff he confirmed freedom of the flight controls. During the takeoff roll when the airplane had reached 65 mph and the pilot had not begun to rotate he informed the pilot to “…lighten the nose….” The pilot acknowledged and when at 85 mph the CFI told the pilot to rotate and he replied that he was trying. The CFI reported he attempted to rotate applying aft elevator control and felt metal on metal contact. Realizing that a control problem of unknown origin existed, he reduced the throttle and mixture controls, took control of the airplane and asked the pilot to assist him on the brakes. He avoided the runway end lights and had the canopy released before contacting bushes at the edge of a lake. Both exited the airplane and the pilot mentioned to him at that time that his seat had slid forward while turning onto the runway resulting in elevator control interference. Postaccident inspection of the airplane by an FAA airworthiness inspector revealed the left seat was in the most forward position and the flight control stick was in contact with the seat. While in that position the elevator primary and secondary flight control surfaces were in positions corresponding to airplane nose down input. The left seat was moved aft and full elevator control authority was obtained. Further examination of the seat revealed the locking mechanism appeared to be operational; however, it was noted that the seat did not contain a cutout which allowed full aft movement of the control stick. ## Aircraft - Registration: [N7798R](https://openairdocs.org/deregistered/N7798R-2013-08-13), registration cancelled 2013-08-13, S/N 428R, built 1998 (OpenAirDocs) - Reported make and model: UNDERLAND/GROTHE/FINSTROM MMII (MUST - Registry model: [Underland/Grothe/Finstrom MMII (MUSTANG II)](https://openairdocs.org/model/underland-grothe-finstrom-mmii-mustang-ii) (registry code 05605N6) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 428R - Airframe hours: 194 - Engines: LYCOMING IO-360-A1A 200 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, January 1, 2009, 14 hours before - Departed: LNA, Lantana, FL - Destination: LNA, Lantana, FL - Airport: LNA, Palm Beach County Park Airport, runway 15, 3,421 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 69; injuries: none; private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review August 28, 2009; seat: left; flight hours: 1,227 total, 3 in this make and model, 1,037 as pilot in command, 3 in the last 30 days, 3 in the last 24 hours - Other flight crew; age 60; injuries: none; flight instructor, sport pilot, commercial, airline transport, private; airplane ratings: single-engine sea, single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review February 7, 2009; seat: right; flight hours: 11,700 total, 16 in this make and model, 212 in the last 90 days ## Weather - Conditions: Visual (VMC), Day - Wind: 140° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: 25,000 ft broken - Temperature: 90 °F, dew point 73 °F - Altimeter: 29.92 inHg - Observed at: KPBI, 5 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20090829048689A](https://openairdocs.org/incident/20090829048689A), Aug 29, 2009: Underland/G MMII (MUSTA, Lantana, FL, Substantial damage. During take off rotation on runway 15, the pilot noticed that the aircraft seat moved forward restricting the flight control stick from being moved rearward to… ## Docket (4 files) The files NTSB released with the investigation on October 23, 2009, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=74640. 3.6 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 662 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40319808&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - FAA Inspector Statement (item 2, .PDF, 94 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40319809&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Redacted.PDF - CFI Statement (item 3, .PDF, 75 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40319810&FileExtension=.PDF&FileName=CFI%20Statement-Redacted.PDF - Photo 1: Digital Picture Provided by FAA. View of the Pilot's Seat and Control Stick Showing Restriction of Aft Movement of the Control Stick. (item 4, .PDF, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40320286&FileExtension=.PDF&FileName=Photo%201%3A%20Digital%20Picture%20Provided%20by%20FAA.%20View%20of%20the%20Pilot%27s%20Seat%20and%20Control%20Stick%20Showing%20Restriction%20of%20Aft%20Movement%20of%20the%20Control%20Stick.-Master.PDF 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. --- 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.