Cessna 421 accident near Romeo, Michigan, November 12, 1995
On November 12, 1995 at about 2:00 am local time, a Cessna 421, registered N1588G, was substantially damaged in an accident near Romeo, Michigan (Romeo airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the pilot to maintain sufficient airspeed during landing, causing the inadvertent stall. A factor was the icing conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 12, 1995 · about 2:00 am local time
- Place
- Romeo, Michigan · Romeo · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 421 · all 421s on the register
- Registration
- N1588G · no longer on the register · serial 421B0818
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot told approach, that the airplane was picking up quite a bit of ice. He reported a severe airframe vibration. The pilot said he did not feel any vibration in the control column. The airplane stalled and entered a right spiral, from which the pilot recovered. During landing the airplane stalled, hit hard and went off the side of the runway. Examination of the airplane revealed no abnormalities with any airplane component or system. The propeller deice system could not be checked completely due to blade damage. One quarter to one half inch ice build ups were on the wings. The 1979 Cessna 421 POH states 'accumulation of a 1/2 inch of ice may cause a cruise speed reduction of up to 30 knots as well as a significant buffet and stall speed increase.' A Cessna representative said that the 1975 Cessna 421 would exhibit similar buffett characteristics as the 1979 model when covered with ice. Both POHs state that uneven deicing of propeller blades is indicated by excessive vibration and the propeller deice system must be turned off.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 966 hours in all; 574 in this make and model; 25 in the last 90 days; 9 in the last 30 days; 911 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 7,450 lb
- Seats: 8
- Landing gear: retractable
- Engine: Continental GTSIO-520-L (piston); 0 hours total
The flight
- Departed from: PTK Pontiac MI at 1:37 am
- Destination: YYZ Toronto, Ont.
- Flight plan: IFR
- Runway 18, 4,296 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 17 knots, gusting 24
- Visibility: 7 statute miles
- Sky: broken clouds at 2,000 ft; not recorded
- Temperature: 36°F (2°C), dew point 27°F (-3°C)
- Altimeter: 29.00 inHg
- Observation at 1:55 am from MTC, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.