Cessna 152 accident near Brooklyn, Michigan, July 29, 2003
On July 29, 2003 at about 7:15 pm local time, a Cessna 152, registered N910MF, was destroyed in an accident near Brooklyn, Michigan (Shamrock Fld airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to attain the proper touchdown point, and his failure to maintain control of the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 29, 2003 · about 7:15 pm local time
- Place
- Brooklyn, Michigan · Shamrock Fld · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N910MF · no longer on the register · serial 15283037
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was destroyed on impact with a tree, terrain, and post impact fire following an aborted landing. The pilot stated that he thought he had blown the left tire and tried to correct by increasing the throttle and raising one notch of flaps. The pilot indicated that he did not have enough airspeed and the left wingtip hit a tree. The airplane impacted a marsh and caught on fire. An on-scene examination of the airplane and accident site revealed that the accident airplane's tires left initial touch down witness marks at the midpoint of the 2,822 feet long runway. Tire marks left as a result of the bounces had burned the grass to the dirt. Further inspection of the grass strip failed to produce any rubber tire material or other aircraft parts. The airplane's fuselage was consumed by fire. Flight control continuity was established. Throttle and mixture controls were found in the full forward position. No airplane anomalies were detected during the examination. Wind was variable at 3 knots.
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: 500 hours in all; 300 in this make and model; 7 in the last 90 days; 1 in the last 30 days; 500 as pilot in command
- Last flight review: October 15, 2002
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 14,324.3 hours
- Last inspection: annual inspection, July 2, 2003; 15 hours since
- Maximum gross weight: 1,700 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-LC2C (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 6G8 Brooklyn MI at 7:00 pm
- Destination: 6G8 Brooklyn MI
- Flight plan: none
- Runway 01, 2,822 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: scat at 5,000 ft
- Temperature: 79°F (26°C), dew point 54°F (12°C)
- Altimeter: 30.04 inHg
- Observation at 6:56 pm from JXN, 14 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.