# NTSB MIA02LA055: Bellanca 7KCAB, N41686, Milton, FL, January 22, 2002 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: January 22, 2002, 15:00 local (21:00 UTC) - Place: Milton, FL - Coordinates: 30.6375, -86.993614 - Nearby events: https://openairdocs.org/map.md?lat=30.6375&lon=-86.9936&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report September 9, 2002 - Report: Approved by Office Director - Parties: FAA FSDO - NTSB case key (mKey): 54103 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA02LA055 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54103/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54103 - Page: https://openairdocs.org/ntsb/MIA02LA055 ## 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. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - on ground/water, landing - flare/touchdown - directional control - not possible, pilot in command (cause) - flt control syst,rudder control cable/rod - loose ## Analysis 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. ## Factual narrative 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. ## Aircraft - Registration: [N41686](https://openairdocs.org/aircraft/N41686), registered now, S/N 398-73, built 1973 (OpenAirDocs) - Reported make and model: Bellanca 7KCAB - Registry model: [Bellanca 7KCAB](https://openairdocs.org/model/bellanca-7kcab) (registry code 1220701) (OpenAirDocs) - Registry engine: [Lycoming IO-320 series](https://openairdocs.org/engine/lycoming-io-320-series) (registry code 41509, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 398-73 - Engines: Lycoming IO-320-E2A 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Gold Wings Ltd. - Airworthiness certificate: Standard, Aerobatic; Standard, Normal - Last inspection: Annual, November 24, 2001, 22 hours before - Departed: 2R4, Milton, FL - Destination: 2R4 - Airport: 2R4, Peter Prince Field Airport, runway 18, 3,700 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 71; injuries: none; commercial; airplane ratings: single-engine land, multi-engine land; medical: class 3, valid medical--w/ waivers/lim; last flight review March 18, 2001; seat: front; flight hours: 4,000 total, 74 in this make and model, 3,900 as pilot in command, 4 in the last 90 days, 1 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 160° at 11 knots - Visibility: 10 statute miles - Lowest ceiling: 1,500 ft overcast - Temperature: 68 °F, dew point 61 °F - Altimeter: 30.17 inHg - Observed at: KNSE, 6 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 20020122002919A](https://openairdocs.org/incident/20020122002919A), Jan 22, 2002: Bbavia 7KCAB, Milton, FL, Substantial damage. (.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… ## Docket (12 files) The files NTSB released with the investigation on August 16, 2002, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54103. 3.5 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40380629&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Witness Statement (item 2, .PDF, 57 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40380630&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - Supplement E (item 3, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40164989&FileExtension=.PDF&FileName=Supplement%20E-Redacted.PDF - Witness Statement (item 4, .PDF, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40380631&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - Statement from Daniel J. Condon (item 5, .PDF, 77 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40164991&FileExtension=.PDF&FileName=Statement%20from%20Daniel%20J.%20Condon-Redacted.PDF - Excerpts from airframe maintenance log (item 6, .PDF, 154 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40380632&FileExtension=.PDF&FileName=Excerpts%20from%20airframe%20maintenance%20log-Redacted.PDF - Statement from William T. Smathers (item 7, .PDF, 30 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40164994&FileExtension=.PDF&FileName=Statement%20from%20William%20T.%20Smathers-Redacted.PDF - Excerpts from Parts Manual (item 8, .PDF, 71 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40164995&FileExtension=.PDF&FileName=Excerpts%20from%20Parts%20Manual-Master.PDF - Excerpts from Service Manual (item 9, .PDF, 470 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40164997&FileExtension=.PDF&FileName=Excerpts%20from%20Service%20Manual-Master.PDF - Photo 1: View of the floor forward of the front seat showing both rudder pedals and both return springs. No negative. (item 10, .PDF, 76 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40164998&FileExtension=.PDF&FileName=Photo%201%3A%20View%20of%20the%20floor%20forward%20of%20the%20front%20seat%20showing%20both%20rudder%20pedals%20and%20both%20return%20springs.%20%20No%20negative.-Master.PDF - Photo 2: View showing the rudder positioned trailing edge full left. Note deflection of the rudder control cable. No negative. (item 11, .PDF, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40164999&FileExtension=.PDF&FileName=Photo%202%3A%20View%20showing%20the%20rudder%20positioned%20trailing%20edge%20full%20left.%20%20Note%20deflection%20of%20the%20rudder%20control%20cable.%20%20No%20negative.-Master.PDF - Photo 3: View of a portion of the left rudder cable and associated pulley. No negative. (item 12, .PDF, 96 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40165000&FileExtension=.PDF&FileName=Photo%203%3A%20View%20of%20a%20portion%20of%20the%20left%20rudder%20cable%20and%20associated%20pulley.%20%20No%20negative.-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.