Cessna 172M accident near New Hudson, Michigan, March 24, 1999
On March 24, 1999 at about 10:00 pm local time, a Cessna 172M, registered N75BG, was substantially damaged in an accident near New Hudson, Michigan (New Hudson Airport). It was a business 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
The pilot's misjudgment of speed and distance and his failure to execute a go-around. A related factor was the crosswind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 24, 1999 · about 10:00 pm local time
- Place
- New Hudson, Michigan · New Hudson Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N75BG · no longer on the register · serial 17265064
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that before the landing flare, the airplane drifted left of the runway centerline. He pilot stated , 'Full control input could not overcome the crosswind and the pilot decided to initiate a go-around.' He reported that he glanced at the wind sock, and estimated the crosswind to be over 20 knots. The pilot stated that the aircraft bounced twice on the runway, and he was approximately 3/4 down the runway when he decided that he would not be able to clear the twenty foot obstacle at the end of the runway. The pilot stated that he pulled all power and attempted to stop the airplane prior to the end of the runway. According to the pilot, the airplane overran the departure end of the runway and rolled into a ditch that was filled with brush and water. A witness to the accident stated that the airplane landed approximately halfway down the runway and estimated that there were tire skid marks starting 60 to 70 feet from the departure end of the runway.
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; instrument: airplane
- Flight time: 258 hours in all; 80 in this make and model; 169 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,728 hours
- Last inspection: annual inspection, December 1, 1998; 92 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: Y47 at 9:45 pm
- Flight plan: none
- Runway 25, 3,128 ft by 40 ft
Weather at the time
- Light: dusk
- Wind: from 300° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 6,000 ft; not recorded
- Temperature: 41°F (5°C), dew point 18°F (-8°C)
- Altimeter: 30.00 inHg
- Observation at 9:53 pm from PTK, 13 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.