Embraer 120 accident near Orlando, Florida, June 23, 1996
On June 23, 1996 at about 3:16 pm local time, a Embraer 120, registered N168CA, 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; 32 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the aircraft manufacture's inadequate written procedures in the airplane flight manual/quick reference handbook, which resulted in a failure of the landing gear to extend and a wheels up emergency landing, due to hydraulic blockage in the landing gear solenoid valve. Factors relating to the accident were: the chafed and ruptured hydraulic line and the subsequent hydraulic leak, which resulted in loss of hydraulic pressure and an inoperative normal landing gear extension system.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 23, 1996 · about 3:16 pm local time
- Place
- Orlando, Florida · Orlando International · map
- Type
- Accident
- Injuries
- No one was hurt; 32 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Embraer 120
- Registration
- N168CA · registry record · serial 168
- 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 airplane experienced a total loss of hydraulic pressure and hydraulic fluid while on descent to the destination airport. The flight crew conducted emergency procedures (hydraulic failure/landing gear failure) in accordance with the airplane flight manual (AFM)/quick reference handbook (QRH) with negative results. Subsequently, a wheels up landing was made. Examination of the airplane revealed a rupture of the No. 1 engine-driven hydraulic pump pressure hose. Review of the AFM and QRH emergency procedures revealed the manual did not discriminate between hydraulic or electrical failures. The procedures listed in the maintenance manual for lowering the landing gear by the free-fall mechanism were different from the AFM/QRH. Functional test of the landing gear system, using the AFM/QRH, resulted in the landing gear failing to extend due to hydraulic blockage in the landing gear solenoid valve. Functional test of the landing gear system, using the free-fall procedure contained in the maintenance manual, resulted in the extension of the landing gear.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 8,300 hours in all; 3,600 in this make and model; 195 in the last 90 days; 40 in the last 30 days; 6,950 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 16,775 hours
- Last inspection: continuous airworthiness programme, June 22, 1996; 3 hours since
- Maximum gross weight: 25,353 lb
- Seats: 33
- Landing gear: retractable
- Engine: P&W PW118 (turboprop); 0 hours total
The flight
- Departed from: NAS Nassau OF at 1:03 pm
- Destination: MCO
- Flight plan: IFR
- Runway 36R, 10,953 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 7 knots
- Visibility: 8 statute miles
- Sky: overcast at 25,000 ft; scat at 2,000 ft
- Temperature: 90°F (32°C), dew point 79°F (26°C)
- Altimeter: 30.00 inHg
- Observation at 3:14 pm from MCO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 29 |
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.