Fairchild SA227-AC accident near Opa Locka, Florida, October 12, 1999
On October 12, 1999, a Fairchild SA227-AC, registered N438MA, was substantially damaged in an accident near Opa Locka, Florida (Opa Locka airport). It was a positioning 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 improper flare by the co-pilot, and the failure of the captain to take remedial action by applying power to arrest the observed high rate of descent resulting in a hard landing. A finding in the accident was the inadequate maintenance adjustment of the right engine controls which diminished directional control capability while on the runway following the hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 12, 1999
- Place
- Opa Locka, Florida · Opa Locka · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Fairchild SA227-AC · all SA227-ACs on the register
- Registration
- N438MA · registry record · serial AC-721B
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
It was the first officer's leg and after bringing both power levers to flight idle while on final approach at 30-50 feet, the captain later reported hearing, 'both engines go into a ground idle.' She verified that both power levers were forward of the gate, then noted the sink rate increased. The airplane bounced then after touchdown, the captain brought both power levers to ground idle; the airplane veered to the right. She attempted to maintain runway centerline with asymmetric reverse but the airplane veered off the right side of the runway. The airplane touched down 484 feet from the approach end of the runway; distance between the first and second gouge in the runway from the right propeller indicates the ground speed was 92 knots. Examination of the airplane revealed compression wrinkles on the lower wing skin at the wing splice location. Rigging check of both engine controls revealed no evidence of improper rigging at the flight idle position; improper rigging was noted at the low and high reverse positions for the right engine. Previous discrepancies were written up pertaining to asymmetric reverse. No previous reports of high rates of descent when power levers brought to flight idle position.
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
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,977 hours in all; 1,720 in this make and model; 252 in the last 90 days; 107 in the last 30 days; 740 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 17,968 hours
- Last inspection: approved inspection programme, October 9, 1999; 6 hours since
- Maximum gross weight: 16,000 lb
- Seats: 2
- Landing gear: retractable
- Engine: Garrett TPE-331 (turboprop); 0 hours total
- Operator: Merlin Express, INC.
The flight
- Departed from: MIA Miami FL
- Destination: OPF
- Flight plan: none
- Runway 30, 6,800 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 030° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,500 ft; not recorded
- Temperature: 81°F (27°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
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.