Piper PA-44-180 accident near Pompano Beach, Florida, January 10, 2025
On January 10, 2025 at about 4:15 pm local time, a 2003 Piper PA-44-180, registered N555HF, was substantially damaged in an accident during approach near Pompano Beach, Florida (Pompano Beach Airpark airport). It was a flight test 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 separation of the securing hardware for the right main landing gear upper and lower torque links for undetermined reasons, which prevented extension of the right main landing gear.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 10, 2025 · about 4:15 pm local time
- Place
- Pompano Beach, Florida · Pompano Beach Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-44-180 NO SERIES, built 2003 · all PA-44-180s on the register
- Registration
- N555HF · registry record · serial 4496176
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Both pilots reported that after performing airwork they returned to the departure airport where multiple uneventful full stop landings were performed. They then departed and while on the base leg of the airport traffic pattern the right main landing gear did not fully extend. At that point the designated pilot examiner (DPE) took the controls from the pilot applicant, and during the course of 90 minutes, made multiple attempts to fully lower the right main landing gear that were ultimately unsuccessful. The DPE then elected to land with the landing gear retracted rather than with two landing gear down and one retracted. After touchdown the airplane came to rest near the runway centerline. The underside of the fuselage was substantially damaged during the landing. After raising the airplane from the runway, the right main landing gear was manually pulled out of the wheel well and during that process it was discovered that the hardware that secured the upper and lower torque links were not in position and could not be located. Since the hardware could not be found, no determination could be made as to the reason for the separation of the hardware. A review of the airplane’s maintenance records revealed that the hardware securing the right main landing gear torque links was replaced last on about 11 months before the accident. At the time of the accident, the airplane had accrued about 324 flight hours since the hardware replacement. The mechanic who performed the last 100-Hour inspection, about 6 months and 46 hours before the accident, reported that he did not notice any abnormality or defects with the torque link bolts at that time.
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
- Landing gear not configured during landing (flare/touchdown)
- Sys/Comp malf/fail (non-power) during approach defining event
The NTSB's findings
- Aircraft › Aircraft systems › Landing gear system › Main landing gear › Malfunction
- Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot (unmanned)
- Certificate: airline transport pilot, flight instructor, commercial pilot, remote
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 13,018 hours in all; 320 in this make and model; 169 in the last 90 days; 10,858 as pilot in command; 8,336 on instruments
- Last flight review: March 25, 2023
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Other crew
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,566 hours in all; 12 in this make and model; 3 in the last 90 days; 3 in the last 30 days; 1,166 as pilot in command; 903 on instruments
- Last flight review: November 23, 2024
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 6,248 hours
- Last inspection: 100-hour inspection, November 22, 2024; 46 hours since
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming O-360-A1H6 (piston); 6,294 hours total
- Engine 2: Lycoming LO-360-A1H6 (piston); 2,448 hours total
- Operator: American Flyers Inc.
The flight
- Flight plan: none
- Runway 15, 4,918 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 3,700 ft
- Temperature: 70°F (21°C), dew point 54°F (12°C)
- Altimeter: 30.08 inHg
- Observation at 11:12 am from KPMP
Weather report (METAR): KPMP 101612Z 13008KT 10SM SCT037 21/12 A3008 RMK AO2 T02110122
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Photographs from the investigation 8 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Frontal View Showing Airplane Where Came to Rest on Runway
Photograph 2 – Left Side View Showing Airplane Where Came to Rest on Runway
Photograph 3 – Rear View Showing Airplane Where Came to Rest on Runway
Photograph 4 – Right Side View Showing Airplane Where Came to Rest on Runway
Photograph 5 – View of Right Main Landing Gear in Wheel Well
Photograph 6 – View of the Cockpit
Photograph 7 – View Showing Separated Upper and Lower Torque Links of Right Main Landing Gear
Photograph 8 – Abrasion Damage to External Longerons on the Bottom of the Fuselage.The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
7 documents, released by the NTSB on November 6, 2025. 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-FROM Operator | PDF, 10 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1-FROM Dpe | PDF, 14 pages | View Download |
| 3 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1-FROM Pilot Applicant | PDF, 10 pages | View Download |
| 4 | Main Landing Gear Torque Link Bolt Removal and Replacement Entry | PDF, 1 page | View Download |
| 5 | Statements from Operator | PDF, 3 pages | View Download |
| 6 | Investigative Photographs | PDF, 9 pages · our copy | View Download |
| 7 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | 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.