Rockwell 690B accident near New Braunfels, Texas, November 1, 2002
On November 1, 2002 at about 9:50 pm local time, a Rockwell 690B, registered N77UA, was substantially damaged in an accident near New Braunfels, Texas. It was an executive or corporate flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The in-flight separation of the top of the rudder assembly for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 1, 2002 · about 9:50 pm local time
- Place
- New Braunfels, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell 690B
- Registration
- N77UA · no longer on the register · serial 11422
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The gear in transient light remained illuminated during the initial climb. After recycling the gear and observing the light was still on, the pilot visually checked to ensure that the gear was retracted. After leveling off at 16,000 feet the pilot noticed the ball was not centered and added rudder trim to compensate. Two minutes later the airplane began to yaw and shake violently, followed by an uncommanded roll to the left of about 70 degrees with about a 10 to 15 degree pitch down attitude. The pilot manually disconnected the autopilot and reduced power. After losing 1,000 feet, control of the airplane was regained. Power was added and the airplane climbed back to 16,000 feet. After leveling off the pilot tentatively put pressure on each flight control to assess the problem and stability of the airplane. No adverse reactions to control inputs were noted, with the exception of a slight buffet approaching 200 to 210 knots. Power was then reduced to maintain a cruise speed below 200 knots. During the descent the airplane was slipping badly and the ball was all the way to the right, but the pilot was able to compensate with roll input. After a normal landing the pilot noticed the rudder horn and approximately 18 inches of the trailing rudder had separated from the aircraft. The rear of the fuselage was wrinkled on both sides of the horizontal stabilizer, and the vertical stabilizer was wrinkled. The forward one-half of the left nose gear door was bent aft approximately 90 degrees. A subsequent search for the missing top 18 inches of the trailing rudder proved unsuccessful. The top 24 inches of the remaining rudder was sectioned and sent to the NTSB Materials Laboratory Division, Washington, D.C., for examination. The Senior Metallurgist noted that the fracture surfaces observed were consistent with overstress separations. No evidence of pre-existing damage such as corrosion or fatigue was found.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 10,485 hours in all; 4,425 in this make and model; 10,300 as pilot in command
- Last flight review: August 10, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,315 hours in all; 246 in this make and model; 50 in the last 90 days; 5,500 as pilot in command
- Last flight review: August 10, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 10,000 hours
- Last inspection: 100-hour inspection, September 30, 2002; 30 hours since
- Maximum gross weight: 10,375 lb
- Seats: 8
- Landing gear: retractable
- Engine 1: Garrett TPE 331-251K (turboprop); 0 hours total
- Engine 2: Garrett TPE 331-251K (turboprop); 0 hours total
The flight
- Departed from: AUS Austin TX at 9:30 pm
- Destination: CRP Corpus Christi TX
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 050° at 14 knots
- Visibility: 8 statute miles
- Sky: broken clouds at 1,850 ft; not recorded
- Temperature: 18°F (-8°C), dew point 54°F (12°C)
- Altimeter: 30.17 inHg
- Observation at 9:51 pm from BAZ, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 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.