Cessna 152 accident near Brooklyn Park, Minnesota, September 5, 2002
On September 5, 2002 at about 2:50 am local time, a Cessna 152, registered N48969, was substantially damaged in an accident near Brooklyn Park, Minnesota. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight preparation/planning, which resulted in fuel exhaustion and the loss of engine power. A factor to the accident was the power transmission line and the trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 5, 2002 · about 2:50 am local time
- Place
- Brooklyn Park, Minnesota · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N48969 · no longer on the register · serial 15281081
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While on approach the airplane experienced a loss of engine power due to fuel exhaustion and the pilot performed a forced landing in a residential area. The pilot reported that he departed at 1815 cdt, with approximately 18.5 gallons of useable fuel, and flew approximately 3.0 hours prior to making a precautionary landing because he was "concerned about fuel." The pilot stated there "appeared to be about 4 gallons in each wing tank. About 8 gallons in all." The pilot reported that the flight to the final destination normally would take approximately 20 minutes and determined there was sufficient fuel to make the flight. The pilot stated he departed at 2110 and while on approach to the final destination the engine began to "sputter." The pilot reported he "believed then that we were running out of fuel." The pilot reported that he was approximately 1.25 miles from the runway and did not have sufficient altitude to glide to the airport. The airplane impacted a power transmission line and trees in a residential area. The pilot reported accident time was 2150. The pilot stated that after the accident he checked the winds aloft forecast and the winds had significantly higher velocities than when he had checked prior to the original 1815 departure.
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: private
- Ratings: single-engine land
- Flight time: 268 hours in all; 202 in this make and model; 3 in the last 90 days; 3 in the last 30 days; 208 as pilot in command
- Last flight review: October 7, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: ROS Rush City MN at 2:10 am
- Destination: MIC Crystal MN
- Flight plan: none
Weather at the time
- Light: night, dark
- Wind: from 150° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 18,000 ft
- Temperature: 75°F (24°C), dew point 59°F (15°C)
- Altimeter: 30.06 inHg
- Observation at 2:53 am from MIC, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
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.