# NTSB LAX99LA040: Grumman-Schweizer G-164C, N6596K, Oroville, CA, November 25, 1998 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: November 25, 1998, 10:40 local (18:40 UTC) - Place: Oroville, CA - Coordinates: 40.010974, -121.159797 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.0110&lon=-121.1598&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report April 20, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 45371 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX99LA040 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/45371/pdf - Page: https://openairdocs.org/ntsb/LAX99LA040 ## Probable cause The pilot's decision to attempt readjustment of the rudder pedal in-flight. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, climb - to cruise - flt control syst,rudder control attach points - disengaged (cause) - maintenance,adjustment - attempted, pilot in command (cause) - aircraft preflight - inadequate, pilot in command - Loss of control - on ground/water, landing - roll - directional control - not possible, pilot in command - ground loop/swerve - encountered, pilot in command ## Analysis The pilot reported that while airborne he attempted to adjust the right rudder pedal. Once he pulled the locking pin, the rudder pedal became dislodged and the pilot was unable to correct the malfunction. He diverted to an airport with a longer runway to make a precautionary landing. The pilot stated that he had to apply cross controls to compensate for the loss of the rudder pedal on landing. On the landing rollout, the locking tail wheel did not lock and the aircraft began to sidestep on the runway. The right gear failed and the right wing and propeller struck the ground. No further mechanical malfunctions were noted. The rudder adjustment is a manual mechanism, located down by the rudder pedal that consists of a pin, which secures the pedal to the mechanism, and a plate that has holes in it. The plate also has two 90-degree tabs on either side of it to prevent the pin from becoming dislodged. The pilot would have to bend down to gain access to the pin to readjust the rudders. Once the pin has been pulled for readjustment, it is possible to push the pin past the tabs, making the process of moving the pin back into position very difficult. ## Factual narrative On November 25, 1998, at 1040 hours Pacific standard time, a Grumman-Schweizer G-164C, N6596K, made a precautionary landing due to a dislodged rudder pedal and ground looped after touchdown at the Oroville, California, airport. The aircraft, operated by Chuck Jones Flying Service, Inc., as a positioning flight under the provisions of 14 CFR Part 91, sustained substantial damage. The commercial pilot was not injured. Visual meteorological conditions existed and no flight plan was filed. The flight originated from Biggs, California, and was scheduled to terminate at Corning, California. The pilot reported that he attempted to adjust the right rudder pedal while airborne and the pedal's stop failed and the rudder pedal and brake became useless. The pilot stated that he attempted to resecure the rudder pedal for several minutes and when his attempt was unsuccessful, he diverted to the Oroville airport due to a longer runway. He reported that on the landing rollout, cross control had to be applied to compensate for the loss of the right rudder control. The aircraft drifted left of center and the locking tail wheel did not lock. The pilot reported that the left turn increased and the aircraft then began "crow hopping" to the right. He stated that the right gear failed, the right wing and propeller struck the ground, and the aircraft came to a stop. The pilot stated that there were no other mechanical malfunctions noted. The chief mechanic for the operator stated that the rudder adjustment is a manual mechanism, located down by the rudder pedal that consists of a pin and a plate that has holes in it. The plate also has two 90-degree tabs on either side of it. These tabs should prevent the pin from becoming dislodged. The pilot would have to bend down and reach under the dash to gain access to the pin to readjust the rudders. Once the pin has been pulled for readjustment, it is possible to push the pin past the tabs, making the process of moving the pin back into position very difficult. The Federal Aviation Administration (FAA) inspector who examined the aircraft stated that the rudder is physically locked into place with a pin. This attachment has holes on the left side of the plate and the right side is where the pin is located. When the pilot attempted to readjust the rudder he "pushed the mechanism too hard and the rudder plate went all the way back underneath the dash." The FAA inspector stated that the pilot would have had to physically go under the dash to rectify the situation. The FAA inspector further stated that there is not a stop device in place to prevent this from happening. ## Aircraft - Registration: [N6596K](https://openairdocs.org/aircraft/N6596K), registered now, S/N 6C, built 1978 (OpenAirDocs) - Reported make and model: Grumman-Schweizer G-164C - Registry model: [Grumman Acft ENG Cor-Schweizer G-164C](https://openairdocs.org/model/grumman-acft-eng-cor-schweizer-g-164c) (registry code 3952803) (OpenAirDocs) - Registry engine: [Pratt & Whitney R1340 series](https://openairdocs.org/engine/pratt-whitney-r1340-series) (registry code 52016, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 6C - Airframe hours: 14126 - Engines: P&W PT6-34AG 750 horsepower turbo prop - Damage: Substantial damage - Flight: Positioning, Part 91 - Operator: Dale Jones, doing business as Chuck Jones Flying Service - Registered owner: Chuck Jones Flying Service - Airworthiness certificate: Special, Restricted (Special) - Last inspection: 100 hour, October 27, 1998, 20 hours before - Departed: BIGGS, CA - Destination: 0O4, CORNING, CA - Airport: OVE, Oroville, runway 12, 3,540 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 48; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; seat: center; flight hours: 29,357 total, 13,940 in this make and model, 29,000 as pilot in command, 14 in the last 90 days, 1 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 120° at 4 knots, gusting 6 - Visibility: 6 statute miles - Lowest ceiling: none - Temperature: 61 °F - Altimeter: 29.00 inHg ## 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 19981125044589A](https://openairdocs.org/incident/19981125044589A), Nov 25, 1998: Scwzer G164C, Oroville, CA, Substantial damage. (.19) On November 25, 1998, at 1130 hours pacific standard time a grumman-schweizer G-164C, N6596K, made a precautionary landing due to a dislodged rudder… ## Other investigations on N6596K (2) 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 WPR21LA200](https://openairdocs.org/ntsb/WPR21LA200), May 12, 2021: Grumman Acft ENG Cor-Schweizer G-164C (N6596K), Glenn, CA, substantial damage. Probable cause: The pilot’s fuel mismanagement, which resulted in fuel exhaustion, a total loss of engine power, and an off-airport hard landing. - [NTSB LAX92LA219](https://openairdocs.org/ntsb/LAX92LA219), May 26, 1992: Grumman G-164C (N6596K), Butte City, CA, substantial damage. Probable cause: THE PILOT'S FAILURE TO FOLLOW NORMAL PROCEDURES BY SELECTING THE WRONG RUNWAY. CONTRIBUTING TO THIS ACCIDENT WAS THE PILOT'S PREMATURE LIFT OFF AND THE EXISTING TAILWIND. 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.