N7LP

On July 3, 1998, at 1530 hours Pacific daylight time, an experimental Bushby Mustang II, N7LP, entered into a descent in the takeoff initial climb from runway 25R at the Livermore, California, airport following the separation of the elevator control tube from the control yoke. The aircraft impacted the runway and subsequently departed the left side of the pavement. The aircraft, operated under the provisions of 14 CFR Part 91, sustained substantial damage. The airline transport pilot/owner received serious injuries; the check pilot received minor injuries. Visual meteorological conditions existed for the biennial flight review and no flight plan was filed.

The pilot stated that a preflight inspection was conducted with no discrepancies noted. He reported that prior to the flight he taxied to the fuel area, again with no discrepancies noted in the controls. He stated that the nose tank holds 25 gallons of fuel. Approximately 10 gallons was already onboard and he refueled with an additional 13 gallons.

The pilot reported that a run-up was conducted, once again with no discrepancies noted with the controls. He taxied the aircraft into position for takeoff. On the takeoff roll he stated that his airspeed was approximately 70 miles per hour (mph) when he raised the tail off the runway. He stated that normal rotation is approximately 80-90 mph. As he pushed the controls forward to bring the tail off the runway, "the nose came up and left us oscillating wildly in pitch." The pilot reported that the check pilot instructed him to abort the flight. He stated that he had no pitch control and was approximately 100 feet above the runway. The pilot reported that he shut down the engine and turned off the fuel, master, and ignition switches in preparation of a hard landing. He stated that the aircraft struck the runway and ricocheted 50 feet above the runway. The pilot stated that at 20 feet above the runway there was no airspeed and the aircraft impacted the runway at a level attitude.

A Federal Aviation Administration (FAA) inspector interviewed both of the pilots and examined the aircraft. The pilot stated that before takeoff and during the run-up, he had elevator control. He reported that the check pilot performing the biennial flight review was also the aircraft mechanic who had performed the last annual inspection. The pilot reported that a bolt from the push pull torque tube control quadrant was missing. The push pull torque tube is connected to the yoke via a bellcrank and is located underneath the fuel selector floorboard (photograph appended to the report).

In an interview with the check pilot/mechanic, he stated that he had completed a condition inspection of that area prior to the biennial flight review. He reported that he did not recall removing or tightening any bolts in that area.

The FAA inspector reported that the aircraft had been moved prior to his arrival. His examination revealed a missing bolt in the push pull torque tube control quadrant area. The FAA inspector conducted a search for the missing bolt, but was unable to locate it.