Beech K35 accident near St. Augustine, Florida, September 11, 2019
On September 11, 2019 at about 9:30 pm local time, a 1958 Beech K35, registered N5300E, was substantially damaged in an accident during landing (landing roll) near St. Augustine, Florida (Northeast Florida Rgnl airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
An unintended brake application of the right main landing gear brake system during the landing rollout due to excessive play between the brake caliper anchor bolts and their bushings.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 11, 2019 · about 9:30 pm local time
- Place
- St. Augustine, Florida · Northeast Florida Rgnl · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech K35 NO SERIES, built 1958 · all K35s on the register
- Registration
- N5300E · no longer on the register · serial D-5765
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was conducting a personal flight when, about halfway through the landing rollout and before the pilot could apply the brakes, the airplane suddenly veered to the right. The pilot attempted to correct the veer with left pedal and brake but was unsuccessful. The airplane departed the runway into the grass, struck a berm, flipped over, and came to rest inverted. The airplane sustained substantial damage to the forward fuselage, horizontal stabilizers, and left ruddervator. Postaccident examination of the airplane revealed that the right main landing gear tire had a flat spot in its tread that was worn to the reinforcement chords. The tire left a black skid mark on the runway that led from the right edge to the grass, consistent with a locked right wheel. The wheel rotated smoothly during recovery of the airplane; therefore, damage or malfunction of the wheel’s bearings was unlikely. The airplane did not have the optional copilot-side brake pedals installed. Examination of the brake system revealed that the brakes functioned normally; however, the right caliper was found to have some play between the two anchor bolts and their bushings in the torque plate. Excessive caliper play can result in too much clearance between the brake pads and the brake disc. The excessive clearance can cause the brake pads to shift out of place and jam against the brake disc, which could result in an unintended brake application. Disassembly and further examination of the primary brake system components revealed no other anomalies that would have precluded normal operation. Therefore, the right brake was likely applied unintentionally due to the play between the caliper anchor bolts and their bushings. The play likely developed due to wear on the anchor bolts, the bushings, or both.
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
- Runway excursion during landing (landing roll)
- Sys/Comp malf/fail (non-power) during landing (landing roll) defining event
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- Aircraft › Aircraft systems › Landing gear system › Brake › Fatigue/wear/corrosion
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 11,500 hours in all; 300 in this make and model; 60 in the last 90 days; 25 in the last 30 days; 11,000 as pilot in command; 2,000 on instruments
- Last flight review: January 1, 2019
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 6,507 hours
- Last inspection: annual inspection, January 24, 2019; 60 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-C (piston); 2,782 hours total
- Operator: St Augustine Beech Llc
The flight
- Departed from: TIX Titusville FL at 8:50 pm
- Flight plan: none
- Runway 13, 7,997 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 040° at 13 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 75°F (24°C)
- Altimeter: 30.11 inHg
- Observation at 9:56 pm from SGJ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on April 26, 2022. 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, 11 pages | View Download |
| 2 | Excerpts from Maintenance Records | PDF, 14 pages | View Download |
| 3 | Investigative Photographs | PDF, 5 pages | View Download |
| 4 | Video Clip - Brake Caliper | MOV file | Download |
| 5 | Memorandum for Record - Wreckage Examination | PDF, 8 pages | View Download |
| 6 | Release of Aircraft Wreckage, NTSB Form 6120.15 | 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.