Amateur-built REBEL accident near Libby, Montana, July 10, 2000
On July 10, 2000 at about 10:00 pm local time, a amateur-built REBEL, registered N6317Y, was substantially damaged in an accident near Libby, Montana. 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
An improper installation of a rudder control cable Nicopress sleeve by the owner/builder. The rudder control cable disconnection and the slipped cable from the sleeve were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 10, 2000 · about 10:00 pm local time
- Place
- Libby, Montana · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built REBEL
- Registration
- N6317Y · registry record · serial 004
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor reported that he took over the controls from the second pilot just prior to landing on the water due to the aircraft was turning left. The flight instructor applied right rudder control to correct for the left turn, however, there was no rudder response. The flight instructor continued the landing with the aircraft in a left turn and left wing low attitude. After the aircraft touched down, it spun to the left. The aircraft heeled over to the right about 30 degrees with the right wing in the water. The aircraft then righted itself and returned to level attitude. After the aircraft was recovered, the flight instructor, who is also the builder of the aircraft, reported that the right side rudder control cable had pulled out of the Nicopress sleeve at the rudder pedal. The instructor also reported that he had purchased the kit partially constructed, and that the flight control cables had already been completed at the time of the purchase.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 15,000 hours in all; 200 in this make and model; 70 in the last 90 days; 50 in the last 30 days; 14,500 as pilot in command; 1,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 51 hours
- Last inspection: annual inspection, June 20, 2000; 51 hours since
- Maximum gross weight: 1,850 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-D2A (piston); 0 hours total
The flight
- Departed from: S59 Libby MT at 8:30 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 120° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.