Boeing 757-23APF incident near Miami, Florida, January 23, 1992
On January 23, 1992 at about 5:34 pm local time, a Boeing 757-23APF, registered N572CA, was involved in an incident near Miami, Florida. It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 3 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT-IN-COMMAND'S IMPROPER SUPERVISION OF THE CO-PILOT/FIRST OFFICER. THIS RESULTED IN A TOTAL LOSS OF ENGINE POWER ON BOTH ENGINES WHILE AT LOW POWER SETTINGS IN KNOWN ICING CONDITIONS FOR FAILURE TO FOLLOW CHECKLIST PROCEDURES.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 23, 1992 · about 5:34 pm local time
- Place
- Miami, Florida
- Type
- Incident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Boeing 757-23APF · all 757-23APFs on the register
- Registration
- N572CA · registry record · serial 24868
- Damage
- Not recorded
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
THE COPILOT WAS DESCENDING TO THE LOW ALTITUDE AIRWAY STRUCTURE IN PREPARATION FOR LANDING AT THE MIAMI INTERNATIONAL AIRPORT, WHEN THE BOEING 757-23APF EXPERIENCED A DUAL ENGINE FLAMEOUT. THE AIRPLANE PENETRATED LEVEL 3 WEATHER CONTAINING THUNDERSTORMS, MODERATE ICING, AND MODERATE TO HEAVY RAIN SHOWERS. THE FLIGHTCREW STATED ENGINE ANTI-ICE WAS NOT IN USE AS REQUIRED BY THE AIRCRAFT OPERATING MANUAL. AN EMERGENCY WAS DECLARED WITH MIAMI APPROACH CONTROL FOR A STATED LOSS OF ELECTRICAL POWER. A DUAL ENGINE RESTART WAS ACCOMPLISHED AFTER TWO ATTEMPTS ON EACH ENGINE. THE AIRPLANE WAS LANDED WITHOUT FURTHER INCIDENT. THE AIRLINE TRANSPORT PILOT-IN-COMMAND, FIRST OFFICER AND ADDITIONAL CREWMEMBER WERE NOT INJURED.
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: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 23,000 hours in all; 2,000 in this make and model; 201 in the last 90 days; 75 in the last 30 days; 17,000 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 57,141 hours
- Last inspection: continuous airworthiness programme, April 5, 1991; 2,306 hours since
- Maximum gross weight: 251,000 lb
- Seats: 5
- Landing gear: retractable
- Engine: Rolls-Royce RB211-535E4 (turbofan); 0 hours total
- Operator: Challenge Air Cargo, INC.
The flight
- Departed from: SEQU Quito OF at 2:14 pm
- Destination: MIA Miami FL
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 16 knots
- Visibility: 7 statute miles
- Sky: overcast at 8,000 ft; scat at 1,200 ft
- Temperature: 75°F (24°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 5:50 pm from MIA, 28 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
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.