Avions Mudry Et Cie CAP accident near Spring Branch, Texas, July 5, 2016
On July 5, 2016 at about 4:00 pm local time, a 1982 Avions Mudry Et Cie CAP, registered N42415, was substantially damaged in an accident during landing (landing roll) near Spring Branch, Texas (Kestrel Airpark airport). It was an instructional 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 flight instructor's inability to maintain directional control during the landing roll as a result of the malfunctioning brake master cylinder.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 5, 2016 · about 4:00 pm local time
- Place
- Spring Branch, Texas · Kestrel Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Avions Mudry Et Cie CAP 10B, built 1982
- Registration
- N42415 · registry record · serial EPC-162
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the flight instructor in the tailwheel-equipped airplane, during the landing roll the airplane encountered a wind gust from right, the airplane began to "weathervane" and he applied left rudder and differential braking. He reported that he was flying the airplane from the right seat and that, "Rather than attempt to keep the aircraft on the runway I allowed the aircraft to depart the right side of the runway under control and in a straight line." The flight instructor reported that he continued to apply the brakes and the airplane crossed the safety area, rolled on to the parallel taxiway, ground looped to the right and struck a drainage culvert. The airplane sustained substantial damage to the rudder. The airplane and more specifically the brake master cylinders were examined at the repair facility by a Federal Aviation Administration certificated Airframe and Powerplant Mechanic. The mechanic reported that the factory installed brake system was all original, and that the, inspection of the brake master cylinders revealed them to be un-airworthy due to aged and defective O-rings. He reported that, if air is introduced into either the left or right wheel brake master cylinders located on the left side of the airplane, then the brake pedals would be ineffective on either side of the airplane.
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
- Other weather encounter during landing (landing roll)
- Runway excursion during landing (landing roll)
- Loss of control on ground during landing (landing roll) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Attain/maintain not possible
- cause Aircraft › Aircraft systems › Landing gear system › Master cylinder/brake valve › Malfunction
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Instructor/check pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Effect on equipment
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 9,500 hours in all; 1,000 in this make and model; 50 in the last 90 days; 15 in the last 30 days; 9,500 as pilot in command; 1,000 on instruments
- Last flight review: March 19, 2016
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Pilot-Rated Passenger
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,257.7 hours in all; 1 in this make and model
- Last flight review: April 9, 2016
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,271.9 hours
- Last inspection: annual inspection, January 4, 2016; 2,271.9 hours since
- Maximum gross weight: 1,830 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AEIO-360-B2F (piston); 0 hours total
The flight
- Departed from: 1T7 Spring Branch TX at 3:20 pm
- Destination: 1T7 Spring Branch TX
- Flight plan: none
- Runway 12, 3,000 ft by 40 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 170° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,500 ft
- Temperature: 88°F (31°C), dew point 72°F (22°C)
- Altimeter: 30.01 inHg
- Observation at 3:51 pm from KSAT, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on November 15, 2016. 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 | Memorandum for Record - Repair Facility A&p Statement | PDF, 2 pages | View Download |
| 3 | Photo (Courtesy of FAA) | PDF, 1 page | 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.