Piper PA-22 accident near Muskegon, Michigan, July 27, 1998
On July 27, 1998 at about 1:23 pm local time, a Piper PA-22, registered N875A, was substantially damaged in an accident near Muskegon, Michigan. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to a broken number 4 cylinder connecting rod for undetermined reasons. Contributing to this accident was the road embankment.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 27, 1998 · about 1:23 pm local time
- Place
- Muskegon, Michigan · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-22 · all PA-22s on the register
- Registration
- N875A · no longer on the register · serial 22-180
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was in cruise flight, just over Lake Michigan, when the pilot felt the engine's power 'sag for just an instant and then engine noises started.' The 'noises' were 'light at first' and then increased in volume. Then the engine began to shake violently, eventually shaking the entire airframe. The pilot shut down the engine and turned the airplane back toward the shore. The pilot set up to land on a section of two-lane road near a highway. The pilot said that when he was on 'short, short final (about 15 to 20 feet above ground level),' he stalled the airplane. The airplane 'rebounded' approximately 5 feet into the air and weathervaned so that the pilot was looking at some trees. The pilot applied full left rudder just before the airplane touched down again. the airplane slid sideways until it came to a stop. Examination of the airplane's engine revealed the number four cylinder connecting rod was broken. A 2-inch diameter hole was located in the top aft portion of the engine crankcase. Oil was found covering the windscreen.
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: 225 hours in all; 54 in this make and model; 7 in the last 90 days; 3 in the last 30 days; 225 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,061 hours
- Last inspection: annual inspection, July 25, 1998; 3 hours since
- Maximum gross weight: 1,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-290D (piston); 0 hours total
The flight
- Departed from: PTK Pontiac MI at 11:00 am
- Destination: OSH Oshkosh WI
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 240° at 12 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 5,000 ft; not recorded
- Temperature: 72°F (22°C), dew point 63°F (17°C)
- Altimeter: 29.00 inHg
- Observation at 1:20 pm from MKG, 10 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.