| Crash location | Unknown |
| Nearest city | Teterboro, NJ
40.859822°N, 74.059308°W |
| Tail number | N3337J |
|---|---|
| Accident date | 19 Jul 2001 |
| Aircraft type | Raytheon 400A |
| Additional details: | None |
On July 19, 2001, about 1445 eastern daylight time, a Raytheon 400A, N3337J, experienced a flight control malfunction while on approach to the Teterboro Airport (TEB), Teterboro, New Jersey. The airplane landed without incident, and neither of the certificated airline transport pilots were injured. Visual meteorological conditions prevailed for the positioning flight that originated at Dillant Hopkins Airport (EEN), Keene, New Hampshire. An instrument flight rules flight plan was filed and activated for the flight conducted under 14 CFR Part 91.
According to the captain, the airplane was approximately 10 miles west of Teterboro at 4,000 feet msl, and indicating 220 knots of airspeed, when there was an abnormal yaw input. At first, he thought the yaw dampener had failed. He selected the dampener to "OFF," but did not regain normal rudder control. The captained continued the approach, and landed uneventfully. Inspection by maintenance personnel revealed that the right rudder cable had separated.
According to maintenance records, the airplane had been towed with the nosewheel steering engaged, resulting in damage to the rudder portion of the flight control system. On June 14, 2001, the damage was repaired, which included replacing the forward and aft right rudder cables. Since the cables were replaced, the airplane flew 50.6 hours before the right aft cable separated.
According to manufacturer records, the rudder cable came from a 1,000-foot reel that was shipped from the cable manufacturer to the airframe manufacturer on November 16, 2000. Prior to being shipped, a sample of the reel was taken and tested. According to the test results, required breaking strength was 2,500 pounds, and the actual breaking strength of the sample was 3,190 pounds.
The rudder cable was sent to the Safety Board's Material Laboratory for examination. According to the metallurgist that conducted the examination, the cable met its original design specifications. He added that the fracture surfaces on the cable were consistent with overload created by a bend or kink in the cable. Examination of the cable guide revealed a shiny wear pattern with no scrapes or gouges.
According to a representative for the airplane manufacturer, the break in the aft right rudder cable was 14 inches from the swage, which placed it within 1 inch of the aft cable guide for the right aft rudder pulley.
Two separate cases involving flight control cables being installed over a cable guide were examined. In both cases, the cables separated, but the cable guides remained intact. The first incident involved a Beech 1900. In that incident, an elevator trim cable was installed over a cable guide. Examination of a photograph taken of the cable guide revealed a shiny wear pattern with no deep scrapes or gouges. The second incident involved a rudder cable for a Beech A36, which also was installed over a cable guide. Examination of a photograph taken of that cable guide also revealed a shiny wear pattern with no deep scrapes or gouges.
The right aft rudder cable being installed over a cable guide by maintenance personnel.