Cessna 402B accident near Opa-Locka, Florida, March 19, 1993
On March 19, 1993 at about 12:43 pm local time, a Cessna 402B, registered N6383X, was substantially damaged in an accident near Opa-Locka, Florida (Opa-Locka airport). It was a personal flight under general aviation rules (Part 91). 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
FAILURE OF THE PILOT-IN-COMMAND TO PERFORM WEIGHT AND BALANCE CALCULATIONS, EXCEEDING THE GROSS WEIGHT OF THE AIRPLANE, AND DISREGARDING WIND INFORMATION PROVIDED BY THE TOWER CONTROLLER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 19, 1993 · about 12:43 pm local time
- Place
- Opa-Locka, Florida · Opa-Locka · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 402B · all 402Bs on the register
- Registration
- N6383X · no longer on the register · serial 402B1346
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT WAS NO LESS THAN 500 POUNDS OVER GROSS & THE PLT DID NOT PERFORM WEIGHT & BALANCE CALCULATIONS. ADDITIONALLY, THE CARGO WAS NOT SECURED. ON THE INITIAL CALL TO THE GROUND CONTROLLER, THE PILOT WAS ADVISED THAT THE WIND WAS FROM 350 DEGREES AT 13 KNOTS WITH GUSTS TO 18. THE FLT WAS CLEARED TO TAXI TO RWY 36R BUT THE PLT REQUESTED RWY 27R, WHICH IS A LONGER RWY. THE FLT WAS CLEARED TO RWY 27R, & A SHORT TIME LATER, THE PLT CONTACTED THE TOWER CONTROLLER & ADVISED THAT THE FLT WAS READY FOR TAKEOFF. THE TOWER CONTROLLER CLEARED THE FLT TO TAKEOFF & ADVISED THE PLT THAT THE WIND WAS FROM 020 DEGREES AT 14 KNOTS. THE PLT REPLIED 'ROGER.' THE PLT STATED THAT THE MAIN LANDING GEAR DID GET OFF THE GROUND AND HE ABORTED THE TAKEOFF. DURING THE ROLLOUT THE ACFT TRAVELLED OFF THE END OF THE RWY & THE GEAR COLLAPSED.
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, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,300 hours in all
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,118 hours
- Last inspection: annual inspection, February 24, 1993; 4 hours since
- Maximum gross weight: 6,300 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-520E (piston); 0 hours total
- Operator: Providence Air CORP.
The flight
- Departed from: OPF at 12:41 pm
- Destination: MYNN Nassau OF
- Flight plan: none
- Runway 27, 8,002 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 030° at 14 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 1,300 ft; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 12:43 pm from OPF, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.