Cessna 172N accident near Orangeburg, South Carolina, May 30, 2003
On May 30, 2003 at about 6:45 pm local time, a Cessna 172N, registered N734AG, was destroyed in an accident near Orangeburg, South Carolina (Orangeburg Muni 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 continued operation of the airplane with known deficiencies in the equipment. Also causal was the other maintenance personnel's improper installation of the mixture control linkage bolt that resulted in binding of the mixture control linkage and the post-landing fire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 30, 2003 · about 6:45 pm local time
- Place
- Orangeburg, South Carolina · Orangeburg Muni · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N734AG · no longer on the register · serial 17268698
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, during preflight procedures, he noticed that the mixture control was "stuck fully open". The pilot elected to make the flight despite this finding. The pilot stated that it "did not appear to effect the airworthiness" of the airplane. Approximately 20 minutes into the flight the airplane had a partial loss of engine power. The pilot declared an emergency and requested assistance from Columbia Tower. The airplane regained engine power and the pilot elected to return to the departure airport. On final approach, the airplane had a complete loss of engine power, and the pilot conducted an emergency landing in a field. After landing without incident, the pilot observed flames exiting the cowling. Efforts by the pilot to extinguish the fire using the onboard fire extinguisher were unsuccessful, and the airplane was destroyed. Examination of the carburetor showed the mixture control linkage was corroded and not moving freely. Further examination revealed an incorrect bolt had been installed for the mixture control linkage.
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: 215 hours in all; 128 in this make and model; 67 in the last 90 days; 8 in the last 30 days; 142 as pilot in command; 100 on instruments
- Last flight review: March 28, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,412 hours
- Last inspection: annual inspection, June 12, 2002; 129 hours since
- Maximum gross weight: 2,220 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: OGB Orangeburg SC at 6:25 pm
- Destination: BHM Birmingham AL
- Flight plan: VFR
- Runway 050, 4,500 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 4 knots
- Visibility: 9 statute miles
- Sky: scat at 6,000 ft
- Temperature: 79°F (26°C), dew point 55°F (13°C)
- Altimeter: 29.76 inHg
- Observation at 6:53 pm from OGB, 3 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.