Cessna 310Q accident near Brownsburg, Indiana, August 3, 2007
On August 3, 2007 at about 2:00 pm local time, a Cessna 310Q, registered N7749Q, was substantially damaged in an accident near Brownsburg, Indiana (Eagle Creek Airpark airport). It was a personal 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
The pilot's poor in-flight planning to make an off airport precautionary landing and his failure to maintain clearance from the construction equipment during the landing roll. Contributing to the accident was the construction equipment.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 3, 2007 · about 2:00 pm local time
- Place
- Brownsburg, Indiana · Eagle Creek Airpark
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310Q · all 310Qs on the register
- Registration
- N7749Q · no longer on the register · serial 310Q0249
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that upon approaching his destination, air traffic control cleared him to descend to 3,000 feet and advised him of construction equipment on the airport. He reported he had the airport in sight and he closed his instrument flight plan. The pilot reported that shortly thereafter the right engine began to sputter and lose power. He stated that he saw the nearby highway with "no obstructions and some construction equipment" so he decided to land on the highway. The section of highway used for the landing was 3 miles northwest of the airport and it was closed due to road construction. The right wing tip tank contacted a construction road grader during the landing roll. The tip tank, wing ribs, and aileron were substantially damaged. Inspection of the airplane failed to reveal any mechanical failure/malfunction of the airplane or engine.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,800 hours in all; 1,358 in this make and model; 8 in the last 90 days; 4 in the last 30 days; 2,510 as pilot in command
- Last flight review: March 1, 2007
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,220 hours
- Last inspection: annual inspection, March 1, 2007
- Maximum gross weight: 3,657 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-470-VO (piston); 0 hours total
The flight
- Departed from: MWC Milwaukee WI at 11:10 am
- Destination: EYE Brownsburg IN
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 57°F (14°C)
- Altimeter: 30.15 inHg
- Observation at 1:45 pm from IND, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
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.