Cessna 150K accident near Clarkston, Michigan, May 12, 1998
On May 12, 1998 at about 1:30 pm local time, a Cessna 150K, registered N5876G, was substantially damaged in an accident near Clarkston, Michigan. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot selected unsuitable terrain on which to make the precautionary landing due to weather. Factors associated with the accident were the fog, low ceiling, poor in-flight planning, the precautionary landing, the loose wet gravel on which the precautionary landing was made, and the trees which the airplane contacted.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 12, 1998 · about 1:30 pm local time
- Place
- Clarkston, Michigan
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 150K · all 150Ks on the register
- Registration
- N5876G · no longer on the register · serial 15071376
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was flying at 3,500 feet over a 'low level' broken cloud layer. When he thought he was near his destination he descended through a hole in the clouds. Once below the clouds the pilot encountered decreasing clouds and visibility. The pilot elected to land the airplane in an open parking area. Upon touchdown the pilot discovered the surface was wet and covered with loose gravel. Unable to stop the airplane he aborted the landing. Once airborne the airplane contacted trees at the end of the parking area. The pilot reported the sky was obscured and visibility was 0 to 1/4 mile due to fog in the area when the accident occurred. He reported he was informed of fog at his destination during the preflight weather briefing, but it was forecast to dissipate prior to his arrival.
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: 217 hours in all; 5 in this make and model; 5 in the last 90 days; 4 in the last 30 days; 52 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,065 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
- Operator: Laporte County Air Service
The flight
- Departed from: MGC Michigan City IN at 10:30 am
- Destination: 3BB Troy MI
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 5 knots
- Visibility: 3 statute miles
- Sky: overcast at 800 ft; not recorded
- Temperature: 57°F (14°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 1:45 pm from PTK, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.