Piper PA-25-235 accident near Opa Locka, Florida, September 25, 2005
On September 25, 2005 at about 3:30 pm local time, a Piper PA-25-235, registered N7788Z, was substantially damaged in an accident near Opa Locka, Florida (Opa Locka airport). It was a banner-towing flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain airspeed, during a banner pick up, resulting in a stall/mush and collision with terrain during the uncontrolled descent.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 25, 2005 · about 3:30 pm local time
- Place
- Opa Locka, Florida · Opa Locka · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-25-235 · all PA-25-235s on the register
- Registration
- N7788Z · no longer on the register · serial 25-3996
- Damage
- Substantial damage
- Flight
- Banner-towing flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated he departed from the North Perry Airport and proceeded toward the Opa Locka Airport to pick up his first banner of the day. He noted thunderstorms in the area but their banner operations were still ongoing. Two of his coworkers picked up their banner before him. He deployed the hook and flew the pattern for the pick up. Upon approaching the poles, he applied full engine power and picked up the rope. He pulled up and upon the ground crew signaling that the banner is about to be lifted, he proceeded to lower the nose of the airplane, which was about 175 feet above the ground. At that point, instead of the usual leveling off, the airplane started to sink and upon picking up the banner, the sink rate accelerated rapidly. He waited about 2 seconds for things to normalize while ensuring all engine levers were in the full power position. The sink rate kept the same. By now he was sure that a hard landing was imminent so he released the banner and landed straight ahead.
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 sea; single-engine land; instrument: airplane
- Flight time: 2,500 hours in all; 400 in this make and model; 300 in the last 90 days; 100 in the last 30 days
- Medical certificate: Class 2
The aircraft
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Departed from: KHWO Pembrook Pine FL
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 110° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,200 ft
- Temperature: 86°F (30°C), dew point 73°F (23°C)
- Altimeter: 30.05 inHg
- Observation at 11:53 am from OPF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.
Other NTSB records under N7788Z the same tail number, which may have belonged to a different aircraft at the time
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.