Great Lakes GL2T-1A-2 accident near Montgomery, Alabama, August 17, 1996
On August 17, 1996 at about 8:17 pm local time, a Great Lakes GL2T-1A-2, registered N47L, was substantially damaged in an accident near Montgomery, Alabama (Dannelly 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 locked rudder in a fully deflected position which resulted in the pilot's inability to maintain directional control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 17, 1996 · about 8:17 pm local time
- Place
- Montgomery, Alabama · Dannelly · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Great Lakes GL2T-1A-2
- Registration
- N47L · registry record · serial 0770
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During takeoff, the airplane swerved abruptly to the left, collided with a runway light, then nosed over. During the postaccident examination, it was discovered that the tail steering arm would intermittently lock the rudder in a fully deflected position, with the trailing edge to the left, while allowing the tail wheel to remain aligned with the airplane centerline. Damage to the airplane, such as scuffing of the circumference of the right tire outboard side wall, and no flat spots on the left tire from a locked brake, was consistent with a fully deflected rudder at the time the tail was lifted for the takeoff. The deflected rudder would result in an abrupt swerve to the left when the tail wheel broke contact with the runway. Additionally, the airplane departed the runway about 350 feet from the point the takeoff was initiated, indicating that the swerve commenced about the point the tail would come up during takeoff roll.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 12,590 hours in all; 574 in this make and model; 95 in the last 90 days; 25 in the last 30 days; 11,934 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 784 hours
- Last inspection: annual inspection, April 1, 1996; 55 hours since
- Maximum gross weight: 1,800 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming AEIO-360-B1G6 (piston); 0 hours total
The flight
- Departed from: KMGM
- Destination: NONE Chapman AL
- Flight plan: none
- Runway 21, 4,010 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 6 knots
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 8:53 pm from KMG, 1 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.
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.