Cessna 310 accident near Apopka, Florida, June 10, 2016
On June 10, 2016 at about 8:10 pm local time, a 1962 Cessna 310, registered N8943Z, was substantially damaged in an accident during landing (landing roll) near Apopka, Florida (Orlando Apopka Airport). It was a flight test under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The intermittent failure of the left brake master cylinder, which resulted in asymmetric braking and the subsequent loss of directional control during the landing roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 10, 2016 · about 8:10 pm local time
- Place
- Apopka, Florida · Orlando Apopka Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310 G, built 1962 · all 310s on the register
- Registration
- N8943Z · no longer on the register · serial 310G-0043
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airline transport pilot reported that the accident flight was the airplane's first flight following completion of an annual inspection. He added that there were no issues with the brakes while taxiing to fuel the airplane or to depart. After performing two touch-and-go landings and a go-around, the pilot approached the runway intending to conduct a full-stop landing. He stated that the airplane touched down at the normal point/location and that he then retracted the flaps during the landing roll but waited to apply brakes until the airplane approached the end of the runway. Upon applying the brakes, the left brake did not work, but the right brake did, which resulted in the airplane drifting right. The pilot realized that the airplane was going to exit the right side of the runway, so he secured the engines and attempted to maintain control while applying right braking in an effort to slow the airplane. The airplane travelled off the right side of the runway and impacted upsloping terrain. Initial postaccident operational testing of the brakes revealed no discrepancies with the left brake. No brake system leaks were noted, and the fluid levels in both brake master cylinders were at correct levels. However, during subsequent operational testing of the left brake master cylinder, the left brake worked satisfactorily once but failed during subsequent testing.
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
What happened, in order
- Miscellaneous/other during landing (landing roll) defining event
- Abrupt maneuver during landing (landing roll)
- Loss of control on ground during landing (landing roll)
- Runway excursion during landing (landing roll)
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Master cylinder/brake valve › Damaged/degraded
- cause Aircraft › Aircraft systems › Landing gear system › Master cylinder/brake valve › Failure
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Attain/maintain not possible
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 28,000 hours in all; 500 in this make and model; 150 in the last 90 days; 0 in the last 30 days; 25,500 as pilot in command; 7,000 on instruments
- Last flight review: November 28, 2015
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, June 10, 2016; 1 hours since
- Maximum gross weight: 4,990 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Cont Motor IO-470-D (piston); 900 hours total
- Engine 2: Cont Motor IO-470-D (piston); 220 hours total
The flight
- Departed from: X04 Apopka FL at 7:15 pm
- Destination: X04 Apopka FL
- Flight plan: none
- Runway 33, 3,987 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 050° at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 6,000 ft
- Temperature: 93°F (34°C), dew point 70°F (21°C)
- Altimeter: 30.04 inHg
- Observation at 7:53 pm from LEE, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on August 21, 2017. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Weather Reports and Records | PDF, 1 page | View Download |
| 3 | Record of NTSB Conversations | PDF, 4 pages | View Download |
| 4 | FAA Inspector Statement | PDF, 1 page | View Download |
| 5 | Investigative Photos (Courtesy of FAA) | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.