Cessna 501 accident near Fort Pierce, Florida, February 12, 2006
On February 12, 2006 at about 2:15 am local time, a Cessna 501, registered N501DR, was substantially damaged in an accident near Fort Pierce, Florida (St. Lucie County International 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
mechanical binding of the normal brake system, rendering directional control impossible. Contributing factors were the improper overhaul, inadequate quality control procedures by the overhaul facility, and the rough terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 12, 2006 · about 2:15 am local time
- Place
- Fort Pierce, Florida · St. Lucie County International · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 501 · all 501s on the register
- Registration
- N501DR · no longer on the register · serial 501-141
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the landing roll, the pilot was unable to maintain directional control and the airplane swerved side-to side before going off the right side of the runway. The pilot said overhauled brake assemblies had been installed before the accident. He complained that the brakes felt "spongy" and the pedals went "almost to the floor, requiring two or three additional pumps for a hard pedal." He was told that this was "normal" since the airplane was not equipped with power brakes or anti-skid. The brakes were removed and sent to the overhaul facility. They found that both brake assemblies each had one return mechanism binding. The return mechanism had a self adjusting friction bushing meant to slip along the return pin at a predetermined spring pressure. As pressure was applied to the brake, the pressure plate extended toward the number one rotor, pulling the return pins through the swage and tube assemblies and compressing the return springs. Although the swage should move through the tube, one swage on each brake was not moving freely. The brake travel went further than normal because "normal travel" was never set.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,200 hours in all; 475 in this make and model; 25 in the last 90 days; 12 in the last 30 days; 3,200 as pilot in command
- Last flight review: November 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,356 hours
- Last inspection: continuous airworthiness programme, October 1, 2005
- Maximum gross weight: 12,500 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Pratt & Whitney JT15D-1A (turbofan); 0 hours total
- Engine 2: Pratt & Whitney JT15D-1A (turbofan); 0 hours total
The flight
- Departed from: KCAE Columbia SC
- Destination: KFPR Fort Pierce FL
- Flight plan: IFR
- Runway 9, 6,492 ft by 150 ft
Weather at the time
- Light: night
- Wind: from 290° at 6 knots
- Visibility: 10 statute miles
- Sky: overcast at 3,800 ft
- Temperature: 66°F (19°C), dew point 57°F (14°C)
- Altimeter: 29.95 inHg
- Observation at 8:53 pm from KFPR
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.