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Accidents · NTSB ANC08IA033 · Final report

Fairchild SA227-AC incident near Dutch Harbor, Alaska, January 18, 2008

On January 18, 2008 at about 4:45 pm local time, a Fairchild SA227-AC, registered N41NE, was involved in an incident during taxi (to runway) near Dutch Harbor, Alaska (Dutch Harbor airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).

The NTSB's probable cause their words, unchanged

The disengagement of the rudder control cable and loose rudder cable retaining pins. A factor contributing to the accident was a wind gust.

Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.

What the record shows

Date
January 18, 2008 · about 4:45 pm local time · cases in 2008
Place
Dutch Harbor, Alaska · Dutch Harbor · cases near this airport · map
Type
Incident
Injuries
No one was hurt; 2 people were on board or involved.
Weather
visual conditions (good weather)
Aircraft
Fairchild SA227-AC · all SA227-ACs on the register
Registration
N41NE · registry record · serial 741B
Damage
Not recorded
Flight
Flight · scheduled airline rules (Part 121)

The NTSB's narrative final · quoted from the NTSB record

The pilot of the nonscheduled cargo flight reported that during taxi for takeoff the airplane encountered a 68-knot wind gust, and he returned to the gate to examine the rudder. Finding no damage, he continued the flight. After takeoff, the pilot said there was very little left rudder control. An examination of the rudder was made after the airplane landed at its destination. From the pilot's rudder pedals, the rudder is controlled by a cable which makes a 180-degree turn toward the tail via two phenolic pulleys. Each pulley has two guard pins, which keep the cable from jumping off the pulleys if the cable becomes slack. The inspection showed that the cable had jumped off the upper pulley. The pulley's upper guard pin had retracted, and did not prevent the cable from jumping off the pulley. The guard pin has a perforated and deformed end, giving it a spring action which secures the pin after passing through the holes on either side of the pulley bracket. No service difficulty reports were found for the pins, and the pins do not have any service life limits. An examination of the operator's other, similar model airplanes, showed that several of their guard pins had also retracted. Evidence suggests that the pin's locking action becomes weakened and ineffective by repeated use. The operator submitted a service difficulty report, and as a result of this incident, the manufacturer has published service letters 226-SL-037, 227-SL052, and CC7-SL-045. The service letters indicate that the pins should be inspected, and that all pins should be replaced with improved pins, and secured with cotter pins.

The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.

The factual record from the NTSB's investigation tables, in plain English

What happened, in order

  1. Miscellaneous/other during taxi (to runway) defining event
  2. Sys/Comp malf/fail (non-power) during taxi (to runway)

The NTSB's findings

Pilot

  • Certificate: airline transport pilot, flight instructor, commercial pilot
  • Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
  • Flight time: 7,307 hours in all; 5,002 in this make and model; 225 in the last 90 days; 72 in the last 30 days
  • Last flight review: August 1, 2007
  • Medical certificate: Class 1 (without waivers/limitations)
  • Seat: left
  • Injury: no injuries

Co-pilot

  • Certificate: airline transport pilot, commercial pilot
  • Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
  • Flight time: 2,904 hours in all; 1,407 in this make and model; 298 in the last 90 days; 119 in the last 30 days
  • Last flight review: April 1, 2007
  • Medical certificate: Class 1 (with waivers/limitations)
  • Seat: rgt
  • Injury: no injuries

The aircraft

  • Airframe total time: 36,207 hours
  • Last inspection: continuous airworthiness programme, January 1, 2008
  • Maximum gross weight: 16,000 lb
  • Seats: 19
  • Landing gear: retractable
  • Engine: Honeywell TPE331-11U (turboprop); 0 hours total

The flight

  • Departed from: L-2G Dutch Harbor AK at 5:00 pm
  • Destination: PANC Anchorage AK
  • Flight plan: IFR
  • Runway 12
  • A second pilot was aboard

Weather at the time

  • Light: daylight
  • Wind: from 130° at 37 knots, gusting 47
  • Visibility: 9 statute miles
  • Sky: overcast at 3,300 ft; scat at 2,500 ft
  • Temperature: 45°F (7°C), dew point 36°F (2°C)
  • Observation at 4:36 pm from PAUD

Injuries

FatalSeriousMinorNone
Flight crew2

Documents from the investigation the NTSB's docket: the evidence folder behind the report

The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.

Connections how this case links to the rest of the register

Aircraft
Place
Analytics

The whole map of how records connect · these connections as data: /graph/accident/ANC08IA033.json.

The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.

Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.