Cessna 172M accident near Miami, Florida, March 7, 2023
On March 7, 2023 at about 10:22 pm local time, a 1975 Cessna 172M, registered N64535, was substantially damaged in an accident during maneuvering near Miami, Florida. 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).
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The NTSB's probable cause their words, unchanged
A total loss of engine power due to a lack of oil lubrication.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 7, 2023 · about 10:22 pm local time
- Place
- Miami, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M, built 1975 · all 172Ms on the register
- Registration
- N64535 · registry record · serial 17265291
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor was conducting an instructional flight when the engine began to make a “knocking” noise, followed by a total loss of oil pressure and subsequent loss of engine power. The instructor reported they were unable to return to the airport and made a forced landing to a marsh area. The nose wheel of the airplane dug into the soft/wet terrain and the airplane slowly flipped over, resulting in substantial damage to an engine mount. Postaccident examination of the airplane revealed there were no major oil streaks on the lower engine cowling and fuselage; however, there was some dark oily residue noted on the right underbelly of the airplane that appeared to have been there for an extended period of time. The engine did not seize and crankshaft rotated freely when the propeller was manually rotated. Examination of the engine’s oil system revealed no obvious mechanical failures; however, damage signatures were observed that were consistent with a lack of lubrication. The instructor said they departed for the flight with 6 quarts of oil; however, about one quart of dark oil was drained from the engine following the accident. Pieces of metal were found throughout the oil system consistent with high heat, friction, and metal-to-metal contact within the engine. A review of the engine maintenance records revealed the engine was 55 hours past its last 100-hr inspection. Based on the instructor’s report that the engine was “knocking,” followed by a loss of oil pressure and a power loss, and evidence of high heat, friction, and metal-to-metal contact within the engine with no sign of leaks in the oil system, the engine was likely being operated with an inadequate oil level at the time of the power loss. Though the engine did not fully seize, the damage found throughout the engine most likely contributed to a loss of engine power.
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
- Loss of engine power (total) during maneuvering defining event
- Nose over/nose down during landing
The NTSB's findings
- Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Failure
- Aircraft › Fluids/misc hardware › Fluids › Oil › Fluid level
Flight instructor
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: unmanned (suas)
- Flight time: 7,306 hours in all; 4,518 in this make and model; 30 in the last 90 days; 5 in the last 30 days; 7,248 as pilot in command; 5,551 on instruments
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: private
- Ratings: single-engine land
- Flight time: 216 hours in all; 216 in this make and model; 5 in the last 90 days; 4 in the last 30 days; 180 as pilot in command
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,124 hours
- Last inspection: 100-hour inspection, December 20, 2022
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 1,279 hours total
The flight
- Departed from: Miami FL at 9:15 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 100° at 9 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 9,000 ft
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 29.98 inHg
- Observation at 5:53 pm from KTMB
Weather report (METAR): METAR KTMB 072253Z 10009KT 10SM FEW090 27/21 A2998
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA23LA141.