Cessna 172RG accident near Opa Locka, Florida, November 16, 2017
On November 16, 2017 at about 1:07 am local time, a 1979 Cessna 172RG, registered N6102R, was substantially damaged in an accident during approach (IFR final approach) near Opa Locka, Florida (Miami-Opa Locka Executive 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
A failure of the airplane 's electrical system, which led to the failure of the landing gear system, for reasons that could not be determined because postaccident examination and testing revealed no mechanical anomalies that would have precluded normal operation. Contributing to the accident were the inoperative landing gear unsafe warning horn and the low voltage warning light.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 16, 2017 · about 1:07 am local time
- Place
- Opa Locka, Florida · Miami-Opa Locka Executive · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172RG, built 1979 · all 172RGs on the register
- Registration
- N6102R · registry record · serial 172RG0084
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while practicing instrument approaches for an upcoming checkride, she moved the landing gear selector to the down position, verified that the landing gear position light was illuminated green, set the flaps to 20°, and completed the before landing checklist. Shortly thereafter, when the airplane was about 500 ft above ground level (agl), the GPS blinked, and electrical power and radio communications were lost. When the airplane was about 150 ft agl, the lights on the airplane's instrument panel blinked and remained illuminated. The pilot selected flaps to 30° and configured the airplane for landing. The pilot then moved the landing light switch to the on position and again lost all electrical power. Upon touchdown, the right main landing gear collapsed, and the airplane departed the runway, which resulted in substantial damage to the right horizontal stabilizer. The pilot stated that no electrical or landing gear warning lights were illuminated for the duration of the flight. A postaccident examination revealed that the airplane's battery had been depleted. Further examination revealed no anomalies with the airplane's electrical charging system, landing gear system, or its actuators. However, both the landing gear unsafe horn and low voltage warning light were inoperable. Given that the landing gear unsafe horn and low voltage warning light were inoperable, it is unlikely that the pilot would have been alerted to an electrical system failure, which ultimately would have depleted the battery and affected the operation of the landing gear system.
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
- Electrical system malf/failure during approach (IFR final approach) defining event
- Landing gear collapse during landing
- Runway excursion during landing
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › (general) › Failure
- cause Aircraft › Aircraft systems › Electrical power system › (general) › Failure
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 774 hours in all; 29 in this make and model; 174 in the last 90 days; 20 in the last 30 days; 465 as pilot in command; 205 on instruments
- Last flight review: November 19, 2017
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Other crew
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 860 hours in all; 6.8 in this make and model
- Last flight review: July 17, 2017
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 7,304.8 hours
- Last inspection: 100-hour inspection, October 20, 2017
- Maximum gross weight: 2,650 lb
- Landing gear: retractable
- Engine: Lycoming O-360F1A6 (piston); 3,370 hours total
The flight
- Departed from: OPF Opa Locka FL
- Destination: OPF Opa Locka FL
- Flight plan: none
- Runway 09L, 8,002 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 020° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 70°F (21°C)
- Altimeter: 29.93 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on January 8, 2020. 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 | Record of Conversation (Jones) | PDF, 1 page | View Download |
| 3 | POH Landing Gear System Excerpt | PDF, 2 pages | View Download |
| 4 | Statement of Party Representatives to NTSB Investigation | PDF, 1 page | View Download |
| 5 | Photos | PDF, 2 pages | 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.