Maule M7-235C accident near Iuka, Mississippi, December 15, 1999
On December 15, 1999 at about 9:16 pm local time, a Maule M7-235C, registered N4AN, was substantially damaged in an accident near Iuka, Mississippi (Iuka Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The separation of the nicopress fitting allowing a release of the rudder cable resulting in a loss of control during landing roll. A factor was the manufacturer's use of an improperly calibrated crimping tool.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 15, 1999 · about 9:16 pm local time
- Place
- Iuka, Mississippi · Iuka Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Maule M7-235C · all M7-235Cs on the register
- Registration
- N4AN · no longer on the register · serial N4AN
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, while landing on runway 18, the right rudder pedal went to the floor. The aircraft ground looped and received major structural damage to the fuselage where the right main gear attaches. Examination of the rudder by the FAA found that the rudder cable pulled loose from the nicopress fitting and sleeve. The aircraft tachometer showed 18.5 hours and the hobbs meter indicated 21.3 hours. The rudder cable and nicopress fitting were removed for further examination. During the examination of the rudder cable assembly a nicopress sleeve was found to be not adequately crimped and the sleeve was slightly larger than the gauge dimension. It was determined that one of the manufacturer's crimped tool was not set correctly to specification on the elevator and rudder cables.
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
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,310 hours in all; 15 in this make and model; 24 in the last 90 days; 18 in the last 30 days; 1,300 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 18 hours
- Last inspection: annual inspection; 18 hours since
- Maximum gross weight: 2,500 lb
- Seats: 5
- Landing gear: fixed
- Engine: Lycoming 0540-B4B5 (piston); 0 hours total
The flight
- Departed from: DCU Decatur AL at 8:05 pm
- Destination: 15M MS
- Flight plan: none
- Runway 18, 3,200 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 8 knots, gusting 17
- Visibility: 10 statute miles
- Sky: not recorded; scat at 3,000 ft
- Temperature: 52°F (11°C), dew point 28°F (-2°C)
- Altimeter: 30.00 inHg
- Observation at 9:53 pm from TUP, 50 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N4AN the same tail number, which may have belonged to a different aircraft at the time
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 never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.