Cessna 150H accident near West Palm Beach, Florida, March 29, 1998
On March 29, 1998, a Cessna 150H, registered N22358, was substantially damaged in an accident near West Palm Beach, Florida (Palm Beach County Park airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The poor in-flight planning by the pilot-in-command for his failure to ask for assistance after becoming lost momentarily, and his failure to monitor the total time airborne after the fuel tanks were filled. Contributing to the accident was the binding of the right fuel tank quantity transmitter resulting in the incorrect reading of the gauge, and inadequate aircraft manuals by the airplane manufacturer for failure to require testing of the fuel quantity indicating system for accuracy. Also contributing was the failure of the pilot to obtain a preflight weather briefing, and unsuitable terrain encountered by the pilot during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 29, 1998
- Place
- West Palm Beach, Florida · Palm Beach County Park · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150H · all 150Hs on the register
- Registration
- N22358 · no longer on the register · serial 15068235
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The first two legs were uneventful; the fuel tanks were filled after the first flight. During the final leg, he became 'off' course and was taking longer than anticipated due to strong headwinds; no weather briefing was obtained. The pilot did not ask for assistance and corrected for being 'off' course, and while flying near the destination airport, the engine quit. The left and right fuel gauges at that time indicated less then 1/4 and 1/4 respectively. The engine was restarted momentarily but quit again. While flying over a congested highway, he attempted a forced landing in a parking lot and collided with a power line and trees. The entire fuel system was found to contain about 2.0 gallons of fuel; 3.5 gallons of fuel is the unusable amount. The right fuel tank transmitter was sticking in a position that corresponded with 1/4 tank capacity. The airplane was inspected 18.5 hours and 2 months and 13 days earlier using the manufacturers checklist. The checklist requires inspection of the transmitters and fuel gauges for proper operation and correct travel. The airplane had been operated for about 4.5 hours since the fuel tanks were filled after the first leg.
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: 136 hours in all; 10 in this make and model; 22 in the last 90 days; 7 in the last 30 days; 82 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,880 hours
- Last inspection: annual inspection, January 15, 1998; 19 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200A (piston); 0 hours total
The flight
- Departed from: CLW Clearwater FL at 10:15 pm
- Destination: LNA
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 090° at 13 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 1,800 ft; not recorded
- Temperature: 75°F (24°C), dew point 68°F (20°C)
- Altimeter: 30.00 inHg
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.