# NTSB MIA96LA042: Otis King COBRA-B, N102DJ, Newberry, FL, December 16, 1995 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: December 16, 1995, 12:45 local (17:45 UTC) - Place: Newberry, FL - Coordinates: 29.640565, -82.609169 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=29.6406&lon=-82.6092&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report September 9, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 37960 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA96LA042 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/37960/pdf - Page: https://openairdocs.org/ntsb/MIA96LA042 ## Probable cause an in-flight loss of control for undetermined reasons. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, maneuvering - reason for occurrence undetermined (cause) - flt control syst,rudder control attach points - cut/severed - In flight collision with terrain/water, descent - uncontrolled ## Analysis Witnesses observed the airplane start a turn towards the north and then to the west over a state road. The airplane then turned towards the east, banked to the right, the nose pitch down, and the airplane crashed. The engine appeared to be running until the airplane collided with the ground. Visual examination of the airframe, engine assembly and accessories revealed no evidence of a precrash failure or malfunction. Continuity of the flight control system was confirmed for pitch and roll. The right rudder cable was attached to the rudder. The left rudder cable was not attached. The attach point and retainer pin were in place; however, the clevis pin safety ring was missing and later found by a recovery crew. Safety Board metallurgical examination of the safety ring revealed features indicative that it was cut. ## Factual narrative On December 16, 1995, about 1245 eastern standard time, N102DJ, an Otis King Cobra-B crashed in Gainesville, Florida, while on a 14 CFR Part 91 personal flight. Visual meteorological conditions prevailed at the time and no flight plan was filed for the local flight. The private pilot and pilot rated passenger received fatal injuries and the airplane was substantially damaged. The flight had originated from a small private airstrip about 10 minutes earlier. Witnesses stated they observed the airplane flying towards the north and to the west in the vicinity of state road 45. The airplane turned towards the east, banked to the right, and the nose pitched down. The engine appeared to be running until the airplane collided with the ground. The wreckage of N102DJ was located in a pasture behind a residence located at 25010 N. W. 71st Place, Newberry, Florida. Examination of the crash scene by the FAA revealed the airplane collided with the ground in a nose down attitude. Visual examination of the airframe, engine assembly and accessories revealed no evidence of a precrash failure or malfunction. The engine was not disassembled based on witness statements that the engine was operating until the airplane collided with the ground. Continuity of the flight control system was confirmed for pitch and roll. The left rudder cable was not attached to the rudder. The attach point and retainer pin were in place; however the clevis pin safety ring was missing. The right rudder cable was attached to the rudder. According to Mr. Phillip A. Power, Air Safety Investigator for Carson Brooks Inc., Atlanta, Georgia, the separated clevis pin safety ring was located by a recovery crew, and forwarded to Beverly Morton, FAA Orlando Flight Standards District Office. Examination of the separated clevis pin safety ring was conducted by the NTSB materials laboratory. Optical microscope and subsequent scanning electron microscope examinations revealed an indentation at the inside diameter surface of the ring adjacent to one of the separated ends. A small portion of the ring in the area located between the indentation and separation was squeezed out forming a shear lip. These features are indicative that the ring was cut. For additional information see NTSB Metallurgist's Factual Report No. 96-100. Post-mortem examination of the private pilot who was removed from the left seat was conducted by Dr. William F. Hamilton Medical Examiner's Office, District 8, Gainesville, Florida, on December 17, 1995. The cause of death was multiple blunt traumatic injuries. Post-mortem toxicology studies of specimens obtained from the pilot was performed by the Forensic Toxicology Research Section, Federal Aviation Administration, Oklahoma City, Oklahoma. These studies were negative for basic, acidic, and neutral drugs. Azacyclonol was detected in the urine, lung and liver fluid. Examination of the pilot-rated passenger who was removed from the right seat was conducted on December 17, 1995. The cause of death was multiple blunt traumatic injuries. Post-mortem toxicology studies of specimens obtained from the pilot rated passenger was performed by the Forensic Toxicology Research Section, Federal Aviation Administration, Oklahoma City, Oklahoma. These studies were negative for acidic, basic, and neutral drugs. Tetrahydrocannabinol carboxylic acid (marihuana), 0.183 ug/ml was detected in the urine. 0.014 ug/ml was detected in the blood. 0.003 ug/ml tetrahydrocannabinol was detected in the blood. Review of the pilot-rated passenger logbook revealed he had recorded as logged 11,289 total flight hours. The pilot's last recorded flight was August 18, 1994. No flights were recorded as logged in N102DJ. The components retained by the NTSB for further testing was released to Detective Legran Hewitt, Alachua County Sheriff's Office, Gainesville, Florida, on June 3, 1996. The private pilot's logbook and aircraft logbook were released to R. Dennis Comfort, P.A. Gainesville, Florida, on June 7, 1996. The pilot-rated passenger log book was released to Mr. Terry N. Silverman, P.A. Gainesville, Florida, on June 11, 1996. ## Aircraft - Registration: [N102DJ](https://openairdocs.org/deregistered/N102DJ-2013-09-24), registration cancelled 2013-09-24, S/N 1, built 1990 (OpenAirDocs) - Reported make and model: OTIS KING COBRA-B (KING COBRA) - Registry model: [Otis William A KING COBRA B](https://openairdocs.org/model/otis-william-a-king-cobra-b) (registry code 05616D8) (OpenAirDocs) - Registry engine: [Bombardier ROTAX (ALL)](https://openairdocs.org/engine/bombardier-rotax-all) (registry code 09050, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 1 - Engines: Rotax 532 65 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: David L. Jenkins - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, April 30, 1995, 69 hours before - Departed: OJ8, HIGH SPRINGS, FL ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 62; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 331 total, 194 in this make and model, 221 as pilot in command, 35 in the last 90 days, 10 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 240° at 5 knots - Visibility: 7 statute miles - Lowest ceiling: 6,000 ft broken - Temperature: 77 °F, dew point 61 °F - Altimeter: 30.00 inHg - Observed at: GNV, 16 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 19951216040669A](https://openairdocs.org/incident/19951216040669A), Dec 16, 1995: Amtr KINGCOBRA, Newberry, FL, Substantial damage, 2 fatal. Observed right bank then pitch down to ground impact. Engine running. Left rudder cable not attached. Had been cut. 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.