Cessna 310R accident near Monticello, New York, February 10, 1999
On February 10, 1999 at about 4:15 pm local time, a Cessna 310R, registered N87464, was substantially damaged in an accident near Monticello, New York (Sullivan County Intl. 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 pilot in command's loss of directional control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 10, 1999 · about 4:15 pm local time
- Place
- Monticello, New York · Sullivan County Intl. · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310R · all 310Rs on the register
- Registration
- N87464 · registry record · serial 310R-0576
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After landing, the second pilot, who was in the left seat, at the controls, made a left-hand turn onto taxiway 'Charlie.' A second turn to the left was then made onto taxiway 'Alfa,' a 75-foot wide, down sloping, asphalt taxiway. The brakes appeared to operate normally during all of the turns. The airplane continued to taxi, at a speed of 'about a fast walk,' to the active runway for departure. Due to the strong winds, the power was at idle and light braking was used. As the second pilot began a left 90-degree turn to the runway hold short line, he commented that there were no brakes. The pilot then took the controls and attempted to depress his brakes with no result. The airplane continued to roll, veering to the right into a grass ditch, about 20 feet from the taxiway. Examination of the brakes revealed sufficient brake pedal travel and pressure on the left side brake pedals.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 9,633 hours in all; 6,570 in this make and model; 58 in the last 90 days; 12 in the last 30 days; 9,273 as pilot in command; 1,428 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 10,917 hours
- Last inspection: 100-hour inspection, November 16, 1998; 60 hours since
- Maximum gross weight: 5,500 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-M (piston); 0 hours total
- Operator: Primac Courier INC
The flight
- Departed from: TEB Teterboro NJ at 2:45 pm
- Destination: MSV
- Flight plan: IFR
- Runway 33, 6,300 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 300° at 18 knots, gusting 26
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 36°F (2°C), dew point 21°F (-6°C)
- Altimeter: 30.00 inHg
- Observation at 3:45 pm from MSV
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.