Amateur-built Searey accident near Green Cove Spr, Florida, April 4, 2005
On April 4, 2005 at about 6:40 pm local time, a amateur-built Searey, registered N43427, was substantially damaged in an accident near Green Cove Spr, Florida (Haller Airpark airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The airplane builder's improper installation of the left rudder control cable, which resulted in the cable becoming jammed, a loss of directional control during takeoff, and the airplane departing the runway and impacting a tree.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 4, 2005 · about 6:40 pm local time
- Place
- Green Cove Spr, Florida · Haller Airpark · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Searey
- Registration
- N43427 · no longer on the register · serial MBDA2005
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that as he slowly added power to take off, and as the speed increased, it required more right rudder control input to bring the airplane back to the centerline of the runway. At about 45 mph he said he aborted the takeoff, far to the left of the centerline, and the airplane departed the runway and ultimately impacted a tree. According to an FAA inspector who responded to the accident, the airplane's rudder had jammed full to the left, and the pilot's left rudder control cable was found to have jammed between the upper seat rail structure tube, and the lower rudder foot rest rail structure tube. After the cable was released, full rudder travel was restored in both directions. The inspector further stated that when he examined how the rudder cables had been routed, it appeared to him that the rudder cable on the right side of the airplane had been routed with greater separation between it and the rails, when compared with the left cable, which had jammed.
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: 20,100 hours in all; 10 in this make and model; 10 in the last 30 days; 15,000 as pilot in command
- Medical certificate: None
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 53 hours
- Last inspection: annual inspection, January 1, 2005; 53 hours since
- Maximum gross weight: 1,389 lb
- Seats: 2
- Landing gear: retractable
- Engine: Rotax 912 (piston); 0 hours total
The flight
- Departed from: 7FL4 Green Coast Spr FL at 6:40 pm
- Flight plan: none
- Runway 000
Weather at the time
- Light: daylight
- Wind: from 080° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 36°F (2°C)
- Altimeter: 30.12 inHg
- Observation at 6:53 pm from SGJ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| 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.