Boeing A75N1 accident near Zellwood, Florida, January 16, 1994
On January 16, 1994 at about 7:00 pm local time, a Boeing A75N1, registered N59528, was substantially damaged in an accident near Zellwood, Florida (Bob White Field). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
INADVERTENT STALL/SPIN BY THE PILOT-IN-COMMAND WHILE EXECUTING A SPIRAL TO LANDING MANEUVER DURING THE BASE TO FINAL TURN.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 16, 1994 · about 7:00 pm local time
- Place
- Zellwood, Florida · Bob White Field · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing A75N1 · all A75N1s on the register
- Registration
- N59528 · no longer on the register · serial 75-1164
- 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 HE HAD COMPLETED AT LEAST FOUR TOUCH-AND-GO LANDINGS AND CLIMBED TO A HIGHER THAN STANDARD ALTITUDE DURING THE DOWNWIND LEG TO EXECUTE A SPIRAL TO LAND MANEUVER. HE IS UNSURE HOW MANY TURNS HE COMPLETED; HOWEVER, HE RECALLS TURNING LEFT BASE IN ABOUT A 45 DEGREE ANGLE OF BANK AND REALIZED THAT THE AIRPLANE WAS LOW. HE ADDED POWER AND CONTROL INPUT TO STOP THE TURN BUT THE DESCENDING LEFT TURN CONTINUED. THE AIRPLANE IMPACTED THE GROUND NOSE AND LEFT WING LOW AND CAME TO REST UPRIGHT. EXAMINATION OF THE AIRPLANE REVEALED THAT THE RIGHT RUDDER HORN WAS FAILED. THE FAILED HORN WAS REMOVED FROM THE AIRPLANE FOR METALLURGICAL EXAMINATION WHICH REVEALED THAT IT FAILED DUE TO OVERLOAD. THERE WAS NO EVIDENCE OF PREIMPACT FAILURE OR MALFUNCTION. THE RUDDER STOPS WERE EXAMINED AND FOUND TO BE INSTALLED. THERE WAS NO EVIDENCE OF ANY FLIGHT CONTROL FAILURE OR MALFUNCTION.
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, private
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 565 hours in all; 10 in this make and model; 64 in the last 90 days; 15 in the last 30 days; 376 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 2,849 hours
- Last inspection: annual inspection, November 21, 1993; 38 hours since
- Maximum gross weight: 2,950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental W-670 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 090° at 10 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 25,000 ft; scat at 3,600 ft
- Temperature: 64°F (18°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 6:50 pm from ORL, 19 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 N59528 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.