Piper PA-28-180 accident near Harsens Island, Michigan, August 17, 1999
On August 17, 1999 at about 8:15 pm local time, a Piper PA-28-180, registered N44547, was substantially damaged in an accident near Harsens Island, Michigan (Harsens Island airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of engine power for undetermined reasons. Factors were the berm and the pond.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 17, 1999 · about 8:15 pm local time
- Place
- Harsens Island, Michigan · Harsens Island · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-180 · all PA-28-180s on the register
- Registration
- N44547 · no longer on the register · serial 28-7405259
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the aircraft experienced a loss of engine power following takeoff. The pilot said that he elected to land on the remaining runway. The aircraft ran off the end of the runway striking a berm and coming to rest in a pond at the end of the runway. The aircraft remained in the water for approximately 40 hours. The runway surface was firm and the grass was approximately 2 inches long. The propeller was found to have a gouge approximately 1/2 inches wide by 2 1/4 inches long perpendicular to the leading edge, approximately 13 inches from the tip. The starter bendix was found engaged and the starter was engaged with the engine ring gear. When rotated by hand, the engine turned with difficulty with the starter in place. When the starter was removed, the engine rotated 'normally'. A compression check was performed and cylinder 1 had no compression. No other preexisting anomalies were found with respect to the aircraft.
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: 318 hours in all; 318 in this make and model; 1 in the last 90 days; 1 in the last 30 days; 259 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,011 hours
- Last inspection: 100-hour inspection, August 13, 1999; 8 hours since
- Maximum gross weight: 2,175 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4A (piston); 0 hours total
The flight
- Departed from: Z92 at 7:00 pm
- Destination: 7D2 Troy MI
- Flight plan: none
- Runway 22, 2,225 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 4,500 ft
- Temperature: 84°F (29°C), dew point 59°F (15°C)
- Altimeter: 29.00 inHg
- Observation at 7:55 pm from MTC, 12 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.