Cessna 172N accident near Long Grove, Illinois, July 23, 1993
On July 23, 1993 at about 11:56 am local time, a Cessna 172N, registered N733XS, was substantially damaged in an accident near Long Grove, Illinois (Palwaukee Municipal airport). It was a personal flight under general aviation rules (Part 91). 4 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT-IN-COMMAND'S FAILURE TO REFUEL THE AIRPLANE PRIOR TO FUEL EXHAUSTION. RELATED FACTORS TO THE ACCIDENT WERE: INADEQUATE CERTIFICATION/APPROVAL OF THE STC BY THE FAA, INADEQUATE PERFORMANCE DATA, AND UNAVAILABLE FUEL CONSUMPTION INFORMATION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 23, 1993 · about 11:56 am local time
- Place
- Long Grove, Illinois · Palwaukee Municipal · map
- Type
- Accident
- Injuries
- 4 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N733XS · no longer on the register · serial 17268636
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A COMPUTER FLIGHT PLANNING PROGRAM PRINTOUT FOUND IN THE WRECKAGE SHOWED AN ESTIMATED 3.5 HRS EN ROUTE, WITH A 4.7 HR TOTAL RANGE. THE PILOTS DEVIATED FROM THE PLANNED DUE TO SEVERE THUNDERSTORM ACTIVITY IN THE AREA. AFTER 3 HRS 51 MIN OF FLIGHT, APPROX 7 MI FROM THE DESTINATION AIRPORT, THE ENGINE LOST POWER. THE AIRPLANE COLLIDED WITH POWER LINES DURING THE FORCED LANDING, AND CAME TO REST INVERTED IN A CORN FIELD. POSTACCIDENT EXAMINATION REVEALED NO EVIDENCE OF USEABLE FUEL IN THE FUEL SYSTEM. THERE WAS NO EVIDENCE OF PREIMPACT MECHANICAL MALFUNCTION. THE AIRPLANE WAS EQUIPPED WITH A 180 HP ENGINE (ORIGINAL EQUIPMENT WAS A 160 HP ENGINE) IN ACCORDANCE WITH STC SA703GL. THE STC DOCUMENTATION INDICATED THERE WAS 'NO CHANGE' TO THE PERFORMANCE SECTION OF THE AIRPLANE FLIGHT MANUAL. THE COMPUTER PROGRAM FUEL CONSUMPTION PERTAINED TO THE 160 HP ENGINE, AND SHOWED A FUEL CONSUMPTION OF 8.8 GPH. THE POH FOR A CESSNA 172Q (180 HP ENGINE) INDICATES THAT A FUEL CONSUMPTION RATE OF 10.0 GPH WAS MORE REALISTIC.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 900 hours in all; 833 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 5,649 hours
- Last inspection: annual inspection, May 28, 1993; 103 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4A (piston); 0 hours total
- Operator: Kansas Air Center, INC.
The flight
- Departed from: MHK Manhattan KS at 8:08 am
- Destination: PWK Wheeling IL
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: dawn
- Wind: from 120° at 5 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 5,000 ft; not recorded at 5,000 ft
- Temperature: 70°F (21°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 11:55 am from PWK, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 2 |
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.