On December 18, 2024, at 1627 eastern standard time, an Air Tractor AT504, N8516V, was substantially damaged when it was involved in an accident near Big Cypress, Florida. The commercial pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 ferry flight. The pilot reported that he departed Bourland Field Airport (50F), Fort Worth, Texas, destined for Fort Lauderdale Executive Airport (FXE), Fort Lauderdale, Florida. Upon beginning his descent from cruise, while passing through about 9,000 ft agl, the pilot felt a “sudden violent yaw left.” He attempted to apply right rudder but was unable to arrest the yaw; he then applied right aileron, which also did not stop the left yaw. He declared “MAYDAY” with Miami Air Route Traffic Control Center, reporting the rudder issue. He continued in a left turning descent and impacted the ground in a swampy area. Postaccident examination found substantial damage to the left wing and the engine mount. Further detailed examination of the airframe was conducted and found the right rudder control horn and right rudder limit stop were bent upward consistent with impact. The rudder was able to move to the left limit but not to the right limit when initially tested. The left and right rudder cables were found to be continuous from the rudder control horn to the rudder pedals. The rudder cables were traced and found to be continuous from the rudder control horn to the rudder interconnect system. The left- and right-seat rudder push rods were traced and found to be continuous to the rudder interconnect system. All members and fasteners in the rudder interconnect system were found to be in their correct respective locations. During the examination the right rudder control horn was bent downward, from the as initially observed position, toward a normal position and the rudder was able to move from stop to stop using the rudder pedals in the cockpit. The examination found that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. During the examination the fuselage skin panels were removed; a large amount of baggage and cargo was observed to be zip-tied to the tubular metal fuselage structure aft of the baggage compartment and under the cockpit area. Multiple zip ties were found cut and others were found loose. These zip ties were intertwined with the cargo in the vicinity of the rudder/aileron interconnect cable and rudder direct drive cable. There was a box and large piece of plastic-wrapped spray equipment, which could be moved by hand from side to side, in the vicinity of the rudder/aileron interconnect cable. The personnel who recovered the airplane from the accident site reported that they did not cut any of the zip ties during the recovery process. When asked about the cargo the pilot stated, “Items from the spray system are usually positioned outside the cockpit and baggage area secured with XL ty wraps.” A review of weight and balance information provided by the pilot listed multiple pieces of baggage and cargo outside of the baggage compartment. The calculated weight and balance was within the center of gravity envelope.