Piper PA-25-235 accident near Opa-Locka, Florida, June 23, 2006
On June 23, 2006 at about 6:20 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). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot-in-command to maintain airspeed resulting in an inadvertent stall, uncontrolled descent, and in-flight collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 23, 2006 · about 6:20 pm local time
- Place
- Opa-Locka, Florida · Opa-Locka Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- 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 that after an intersection takeoff he initiated a steep right turn to return to pick up a banner, and about halfway into the turn, the airplane stalled and the right wing dropped. He attempted to recover, and when the flight was approximately 60 feet agl, he had stopped the spin and the wings were level. The airplane impacted the ground in a slightly nose high attitude, caught fire immediately, and slid to a stop. The pilot stated that prior to the accident, there was no mechanical failures or malfunctions to the airplane or any of its systems. Post accident examination of the flight controls revealed no evidence of preimpact failure or malfunction. Heat damage to the engine and engine controls precluded an engine run; however, examination of the engine revealed no evidence of preimpact failure or malfunction.
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: single-engine land; instrument: airplane
- Flight time: 400 hours in all; 100 in this make and model
- Last flight review: February 1, 2006
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: ctr
- Injury: serious injuries
The aircraft
- Airframe total time: 3,900 hours
- Last inspection: annual inspection, April 1, 2006; 50 hours since
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-540-B2C5 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: KOPF Opa-Locka FL
- Flight plan: none
- Runway 12, 6,800 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 070° at 13 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 70°F (21°C)
- Altimeter: 29.98 inHg
- Observation at 6:24 pm 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.