British Aerospace BAE 3201 accident near Orlando, Florida, June 24, 1994
On June 24, 1994 at about 12:04 pm local time, a British Aerospace BAE 3201, registered N495UE, was substantially damaged in an accident near Orlando, Florida (Orlando International airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 16 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
INADVERTENT DEACTIVATION OF THE PARKING BRAKE BY THE PILOT-IN-COMMAND. CONTRIBUTING TO THE ACCIDENT WAS THE WORN CONDITION OF THE PARKING BRAKE ASSEMBLY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 24, 1994 · about 12:04 pm local time
- Place
- Orlando, Florida · Orlando International · map
- Type
- Accident
- Injuries
- No one was hurt; 16 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- British Aerospace BAE 3201
- Registration
- N495UE · no longer on the register · serial 818
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE CAPTAIN STATED THAT HE APPLIED THE PARKING BRAKE DURING THE SHUTDOWN CHECKLIST BUT THE AIRPLANE ROLLED FORWARD. THE LEFT ENGINE PROPELLER CONTACTED A GROUND POWER UNIT (GPU) THAT WAS CORRECTLY PREPOSITIONED AT THE GATE. THE CVR WAS READOUT WHICH REVEALED THAT THE CAPTAIN DID STATE THAT THE PARKING BRAKE WAS SET BUT AFTER THE GPU CONTACT, THE CAPTAIN STATED THAT THE BRAKE IS SET TO WHICH THE FIRST OFFICER (F/O) RESPONDED 'I JUST SET IT.' THE F/O FURTHER STATED 'RELEASED IT WHEN YOU...' AFTER THE ACCIDENT A TUG AND TOW BAR WERE ATTACHED TO THE NOSE LANDING GEAR OF THE AIRPLANE AND THE PARKING BRAKE WAS APPLIED. ATTEMPTS TO MOVE THE AIRPLANE WERE UNSUCCESSFUL. THE PARKING BRAKE ASSEMBLY WAS REMOVED FOR EXAMINATION WHICH REVEALED NO EVIDENCE OF MECHANICAL FAILURE OR MALFUNCTION. IT WAS NOTED THAT THE SECOND NOTCH FROM THE BOTTOM WAS WORN. THE MAINTENANCE MANUAL STATES THAT BEYOND THREE NOTCHES THE HANDLE SHOULD PULL TIGHT. POST ACCIDENT INSPECTION OF THE PARKING BRAKE REVEALED NO EVIDENCE OF FAILURE OR MALFUNCTION.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,192 hours in all; 3,182 in this make and model; 231 in the last 90 days; 77 in the last 30 days; 2,760 as pilot in command; 586 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,623 hours
- Last inspection: approved inspection programme, June 21, 1994; 14 hours since
- Maximum gross weight: 16,314 lb
- Seats: 21
- Landing gear: retractable
- Engine: Garrett TPE331-12UAR (turboprop); 0 hours total
- Operator: Atlantic Coast Airlines
The flight
- Departed from: JAX Jacksonville FL at 11:10 am
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 200° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 14,000 ft
- Temperature: 79°F (26°C), dew point 79°F (26°C)
- Altimeter: 30.00 inHg
- Observation at 11:52 am from MCO, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 14 |
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.