SEA95LA195

The pilot stated that following a normal straight-in approach and a 'near perfect 3 point landing', the aircraft rolled straight ahead on the runway centerline for 3 to 5 seconds, then began to turn right. The pilot applied 'full left rudder...with no result.' He then applied full power 'in an attempted go-around.' He stated to investigators that he never attempted differential braking during the event. The aircraft's main gear collapsed as the aircraft heading approached 90 degrees right of the runway heading and the aircraft slid to a stop. Postaccident examination of the Scott model 3200 tailwheel installed on the aircraft revealed that a spring had broken inside the tailwheel assembly, preventing the tailwheel from being steered to the left with the rudder pedals. There is no evidence to indicate that this model tailwheel assembly is currently approved for installation on the aircraft. Available information indicated that the tailwheel assembly had been installed on the aircraft for at least 6 years prior to the accident.

On August 27, 1995, approximately 1530 mountain daylight time, a Maule M-5-235C, N9281E, received substantial damage in a loss of control on landing roll at Ogden, Utah. Neither the private pilot/owner nor his passenger were injured. The 14 CFR 91 flight originated at Jackson Hole, Wyoming. Visual meteorological conditions prevailed and no flight plan had been filed.

The airplane was landing on runway 16 at Ogden. The pilot reported that the winds according to the Automatic Terminal Information Service (ATIS) were from 180 degrees magnetic at 10 knots. He stated in his report: "Approach and landing was normal. A near perfect 3 point landing was made on the centerline. Aircraft rolled approx[imately] 3 to 5 sec[onds] straight down the runway centerline. Aircraft [began] to turn right while still on centerline. Full left rudder was applied with no result. Full power was applied in an attempted go- around. Main gear collapsed as aircraft heading approached 90 [degrees] right of runway heading. At this point the prop hit the ground and aircraft [skidded] to a stop on the right side of the runway."

The pilot stated in an interview with an investigator that he did not attempt differential braking at any point during the event. FAA Advisory Circular 61-21A, Flight Training Handbook (1980), states that during the after-landing roll, brakes "may also be used as an aid in directional control when more positive control is required than could be obtained with rudder...or tailwheel steering alone."

A post-accident examination of the Scott model 3200 tailwheel assembly installed on the aircraft revealed that normal rudder pedal inputs would steer the tailwheel to the right but not to the left. The tailwheel steering mechanism was then disassembled and a broken spring (Scott part number 3222) was discovered in the steering mechanism. Part drawings furnished by Scott Aviation of Lancaster, New York, indicate that steering on this tailwheel is provided by engagement of the "U"-shaped spring into notches on the inside of the steering arm assembly. On the accident aircraft, the ear of the spring which engaged the notch to steer the tailwheel to the left was broken off.

A representative of Maule Aircraft stated in a telephone conversation with the investigator that Maule manufactures its own tailwheels and has never shipped an aircraft equipped with a Scott tailwheel assembly. The Maule representative was not aware of any holders of FAA supplemental type certificates (STCs) to install Scott tailwheel assemblies on Maule aircraft. An inquiry regarding installation of the Scott model 3200 tailwheel assembly on the M-5-235C was subsequently made to Scott Aviation. Scott Aviation furnished FAA parts manufacturer authorizations (PMAs) which indicated that the model 3200 tailwheel assembly is currently authorized for installation on certain Bellanca, Piper, Univair Stinson, Christen, and Cessna aircraft. Scott did not have a PMA on file authorizing installation of the model 3200 tailwheel assembly on Maule aircraft. However, a representative of Scott Aviation indicated in a telephone conversation with the investigator that the tailwheel assembly was originally designed in the 1950's; and that at the time it was originally certified, the certification rules then in force granted authorization to install specific tailwheel designs on any aircraft within a certain weight class.

Checks with the current and last owners of the aircraft revealed that the Scott tailwheel assembly had been on the airplane at least since the time the last owner took possession of the aircraft in 1989. Microfiche aircraft records furnished by the FAA Aircraft Registration Branch contained no FAA Forms 337 (Record of Major Repair or Alteration) or STCs documenting a change of tailwheel assembly.