Cessna 551 accident near Opa-Locka, Florida, March 4, 2026
On March 4, 2026 at about 9:48 pm local time, a 1980 Cessna 551, registered N228MH, was substantially damaged in an accident during approach near Opa-Locka, Florida (Miami-Opa Locka Exec airport). It was an other work-use flight under general aviation rules (Part 91). No one was hurt; 5 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
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 4, 2026 · about 9:48 pm local time
- Place
- Opa-Locka, Florida · Miami-Opa Locka Exec · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 551, built 1980 · all 551s on the register
- Registration
- N228MH · no longer on the register · serial 551-0050
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On March 4, 2026, about 1648 eastern standard time, a Cessna 551, N228MH, was substantially damaged when it was involved in an accident near Opa-locka, Florida. The two pilots and three passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 post-maintenance test-flight. The test-flight was conducted due to an avionics upgrade. The pilot-in-command (PIC) reported that the takeoff and enroute portion of the approximate 45-minute local instrument flight rules flight was uneventful. During the return to the departure airport, on an instrument landing system (ILS) approach, the PIC was flying and the second-in-command (SIC) extended the landing gear. The flight crew noted that the right main landing gear (RMLG) red cockpit indication light remained illuminated, and a warning horn sounded when full flap extension was selected. Additionally, the SIC could visually see from his seat that the RMLG was slightly misaligned. The PIC performed a missed approach and received extended vectors for a second ILS approach to allow extra time to troubleshoot the anomaly. The flight crew performed the quick reference handbook (QRH) “Landing Gear Will Not Extend.” procedure, which included activation of the blow-down bottle, but the red landing gear indication light remained illuminated. The second ILS approach terminated in a low approach with tower personnel stating that the landing gear appeared extended. The PIC performed a go-around and a visual approach for landing. The flight crew confirmed that all QRH items were completed and landed on a runway with emergency vehicles standing by. During the landing, the left main landing gear touched down, and about 2 seconds later, the right main landing gear gradually collapsed. The airplane came to rest upright on the runway and sustained substantial damage to the right wing. Several days later, following the airplane’s recovery to a hangar, an FAA inspector witnessed landing gear extension and retraction tests. Three tests were conducted. In each case, the nose landing gear and left main landing gear retracted and extended normally. The RMLG retracted normally but only extended to about a 45° position. The RMLG actuator was retained for further examination.
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 collapse during landing
- Sys/Comp malf/fail (non-power) during approach defining event
- Abnormal runway contact during landing
The aircraft
- Airframe total time: 5,584 hours
- Last inspection: continuous airworthiness programme, December 12, 2025
- Maximum gross weight: 12,500 lb
- Seats: 10
- Landing gear: retractable
- Operator: Skyblue Jet Aviation
The flight
- Flight plan: IFR
- Runway 09L, 8,002 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Wind: from 100° at 14 knots, gusting 21
- Visibility: 10 statute miles
- Sky: a few clouds at 2,200 ft
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 30.13 inHg
- Observation at 4:53 pm from OPF
Weather report (METAR): METAR KOPF 042153Z 10014G21KT 10SM -RA FEW022 SCT065 27/21 A3013 RMK AO2 RAB2055 SLP205 P0000 T02670206=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 3 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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 ERA26LA136.