Cessna 402C incident near Miami, Florida, March 18, 1992
On March 18, 1992 at about 6:08 pm local time, a Cessna 402C, registered N69SC, suffered minor damage in an incident near Miami, Florida (Miami International airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE TOTAL FAILURE OF THE MAIN LANDING GEAR UPLOCK AND SEQUENCING VALVE FOR UNDETERMINED REASONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 18, 1992 · about 6:08 pm local time
- Place
- Miami, Florida · Miami International
- Type
- Incident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 402C · all 402Cs on the register
- Registration
- N69SC · no longer on the register · serial 402C0041
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE PIC DEPARTED ON A 14 CFR PART 135 COMMUTER AIR CARRIER PASSENGER FLIGHT TO THE DESTINATION AIRPORT. ON ARRIVAL AND AFTER CONDUCTING THE BEFORE LANDING CHECK THE LEFT MAIN LANDING GEAR WOULD NOT EXTEND. THE NOSE GEAR AND RIGHT LANDING GEAR EXTENDED BUT WOULD NOT RETRACT. EMERGENCY LANDING GEAR EXTENSION WAS ATTEMPTED BY THE FLIGHT CREW WITH NEGATIVE RESULTS. THE PIC REQUESTED AND RECEIVED CLEARANCE BACK TO THE DEPARTURE AIRPORT. UPON ARRIVAL EMERGENCY LANDING GEAR EXTENSION WAS ATTEMPTED WITH NEGATIVE RESULTS. A LANDING WAS ACCOMPLISHED TO THE RUNWAY RESULTING IN MINOR DAMAGE TO THE AIRPLANE. THE TWO CREWMEMBERS AND TWO PASSENGERS WERE NOT INJURED. EXAMINATION OF THE AIRPLANE BY MAINTENANCE PERSONNEL REVEALED THE MAIN LANDING GEAR SEQUENCING VALVE FAILED FOR UNDETERMINED REASONS.
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; single-engine land; instructor: airplane multi-engine; instrument: airplane
- Flight time: 4,496 hours in all; 996 in this make and model; 141 in the last 90 days; 60 in the last 30 days; 2,530 as pilot in command; 200 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,392 hours
- Last inspection: approved inspection programme, March 16, 1992; 13 hours since
- Maximum gross weight: 6,850 lb
- Seats: 10
- Landing gear: retractable
- Engine: Continental TSIO-520-VB (piston); 0 hours total
- Operator: Gulfstream Int'L Airlines INC
The flight
- Destination: RSD Rock Sound OF
- Flight plan: VFR then IFR
- Runway 12, 9,355 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 120° at 10 knots
- Visibility: 7 statute miles
- Sky: scat at 4,000 ft
- Temperature: 79°F (26°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 6:05 pm from MIA, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 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.
Other NTSB records under N69SC 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.