Piper PA-28R-200 accident near Grayslake, Illinois, August 6, 1999
On August 6, 1999 at about 2:44 am local time, a Piper PA-28R-200, registered N56718, was destroyed in an accident near Grayslake, Illinois (Campbell Airport). It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot not maintaining altitude and clearance. Factors were the light condition of night, the pilot's lack of recent experience in night operations, and the transmission wire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 6, 1999 · about 2:44 am local time
- Place
- Grayslake, Illinois · Campbell Airport · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28R-200 · all PA-28R-200s on the register
- Registration
- N56718 · registry record · serial 28R7435033
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane struck power lines while maneuvering at night. FAA radar tracked an aircraft beacon from seven statute miles southeast of Lake Lawn Airport to its last recorded point, 1 mile southwest of Campbell Airport, at 900 feet MSL. A witness said he saw the aircraft 'flying at a low altitude', the 'planes landing lights illuminate a high power tension line tower', and he 'saw three flashes of blue light in the sky.' A high voltage wire was found torn 20 feet west of its 132.25 feet high tower. Campbell Airport's elevation is 788 feet MSL. The airport was about 3/4 mile and 035 degrees from that tower. The pilot's last recorded night flight was June 29, 1998. An on-scene inspection of the airplane revealed that there was control and engine continuity. A witness stated he saw an explosion. The on-scene investigation revealed a fire limited to the detached left wing. The rest of the airplane impacted terrain northwest of the torn high voltage wire.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,250 hours in all; 45 in this make and model; 9 in the last 90 days; 7 in the last 30 days; 656 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, October 1, 1998
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C (piston); 0 hours total
The flight
- Departed from: C59 Delavan WI
- Destination: C81 IL
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 160° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 2:53 am from PWK, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.