Amateur-built BUSHBY MUSTANG M II accident near Worcester, Massachusetts, April 6, 2021
On April 6, 2021 at about 7:00 pm local time, a 1989 amateur-built BUSHBY MUSTANG M II, registered N61EF, was substantially damaged in an accident during takeoff near Worcester, Massachusetts (Worcester Rgnl airport). It was an instructional flight under general aviation rules (Part 91). 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
Binding of the left aileron bellcrank push/pull rod, which resulted in an uncommanded right turn.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 6, 2021 · about 7:00 pm local time
- Place
- Worcester, Massachusetts · Worcester Rgnl · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built BUSHBY MUSTANG M II, built 1989
- Registration
- N61EF · registry record · serial M-II-1019
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he recently purchased the airplane and needed 3 hours of dual instruction before his insurance would be effective. He and a flight instructor were taking off and the airplane was about 6 feet above ground level when it began to roll to the right. The pilot attempted to apply left aileron control but was unable to move the control stick to the left. He told the flight instructor about the problem and they both tried to move the control stick to the left, but it would not move. The pilot rejected the takeoff and landed in the grass to the right side of the runway. Both main landing gear collapsed, and the airplane slid to a stop. Examination of the left aileron bellcrank and push/pull rod revealed that the rod was contacting the access hole in the aft spar. The rivets that hold the threaded insert into the rod were contacting the edge of the spar and binding. This condition would have resulted in the uncommanded right turn experienced during the accident flight. After disconnecting the left aileron push/pull rod from the bellcrank, the control stick moved freely in the full range of motion.
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
- Loss of control in flight during takeoff defining event
- Hard landing during landing
- Sys/Comp malf/fail (non-power) during takeoff
- Runway excursion during takeoff (rejected takeoff)
The NTSB's findings
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Not specified
- Aircraft › Aircraft structures › Wing structure › Ailerons › Malfunction
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,751 hours in all; 2 in this make and model; 0 in the last 90 days; 0 in the last 30 days; 1,500 as pilot in command; 500 on instruments
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Flight instructor
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 15,678 hours in all; 39 in this make and model; 47 in the last 90 days; 19 in the last 30 days; 12,300 as pilot in command; 2,328 on instruments
- Last flight review: February 10, 2020
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 1,528.9 hours
- Last inspection: condition inspection, October 1, 2020; 57 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-D1A (piston); 2,369 hours total
The flight
- Flight plan: none
- Runway 33, 5,000 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 310° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 28°F (-2°C)
- Altimeter: 29.84 inHg
- Observation at 2:54 pm from KORH
Weather report (METAR): KORH 061954Z 31008KT 280V340 10SM CLR 16/M02 A2984 RMK AO2 SLP106 T01611017
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on April 19, 2023. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Flight Instructor Statement | PDF, 2 pages | View Download |
| 3 | Pilot/owner Written Statement | PDF, 2 pages | View Download |
| 4 | Memorandum for Record A�� Telephone Interview, Pilot | PDF, 1 page | View Download |
| 5 | FAA Inspector's Statement | PDF, 2 pages | View Download |
| 6 | Investigative Photos | PDF, 5 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.