Cessna 172N accident near Opa-Locka, Florida, January 3, 2023
On January 3, 2023 at about 5:35 pm local time, a 1979 Cessna 172N, registered N2354E, was substantially damaged in an accident during taxi (to runway) near Opa-Locka, Florida (Miami-Opa Locka Exec 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 flight instructor’s decision to taxi behind a large multi-engine airplane, which resulted in an encounter with propeller blast and a loss of airplane control on the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 3, 2023 · about 5:35 pm local time
- Place
- Opa-Locka, Florida · Miami-Opa Locka Exec · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N NO SERIES, built 1979 · all 172Ns on the register
- Registration
- N2354E · registry record · serial 172-72777
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor reported that during the taxi for takeoff in a non-movement area, he and his student noticed a large multi-radial-engine airplane near their intended taxi route. The instructor told the student to deviate from the painted taxiway yellow line to provide for additional distance away from the prop wash behind the larger airplane. Subsequently, as their taxi continued behind the other airplane, the accident airplane started “violently shaking,” the right wing lifted, and the left wing contacted the taxiway surface. The nose also tipped forward, which resulted in the propeller striking the ground. The flight instructor shut off the engine, however, he estimated the airplane was pushed by the propeller blast an additional 100 ft further until eventually stopping upright on all three landing gear. The left wing sustained substantial damage. According to the pilot of the larger airplane, there had been delays for departure clearances and he had positioned his airplane into the wind while waiting, which resulted in the tail and the engines propeller blast oriented towards the taxiway the accident airplane taxied through. He stated that at the time that the event occurred, his airplane was at flight idle, and he was not performing a run-up. He did not know anything had happened to the accident airplane, until he heard of a propeller strike announced over the radio.
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
- Prop/jet/rotor blast/suction during taxi (to runway) defining event
- Collision with terrain or object (not controlled flight into terrain) during taxi (to runway)
The NTSB's findings
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Instructor/check pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Attain/maintain not possible
Flight instructor
- Certificate: flight instructor, commercial pilot, private
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 312 hours in all; 275 in this make and model; 6 in the last 90 days; 3 in the last 30 days; 225 as pilot in command; 5 on instruments
- Last flight review: August 31, 2022
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: student
- Flight time: 40 hours in all; 40 in this make and model
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 7,210 hours
- Last inspection: 100-hour inspection, December 4, 2022
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 12,000 hours total
- Operator: Skyduo Flight Academy LLC.
The flight
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 120° at 14 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,400 ft; scat at 2,700 ft
- Temperature: 82°F (28°C), dew point 70°F (21°C)
- Altimeter: 30.15 inHg
- Observation at 12:33 pm from OPF, 1 miles away
Weather report (METAR): SPECI KOPF 031733Z 12014KT 10SM SCT027 BKN034 BKN043 28/21 A3015 RMK AO2 T02830206=
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 June 15, 2023. 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, 11 pages | View Download |
| 2 | Flight Instructor Statement | PDF, 2 pages | View Download |
| 3 | Student Pilot Statement | PDF, 2 pages | View Download |
| 4 | Record of Conversation (Pilot of Convair) | PDF, 1 page | View Download |
| 5 | Investigative Photographs | PDF, 5 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.