Cessna 172RG accident near Ozark, Alabama, May 22, 1987
On May 22, 1987 at about 9:45 pm local time, a Cessna 172RG, registered N6363R, was substantially damaged in an accident near Ozark, Alabama (Blackwell airport). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 22, 1987 · about 9:45 pm local time
- Place
- Ozark, Alabama · Blackwell
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172RG · all 172RGs on the register
- Registration
- N6363R · no longer on the register · serial 172RG0170
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE INST PLT INDICATED THAT DURING AIRWORK PROCEDURES PRACTICE IN THE LCL AREA, THE RIGHT WING SEEMED TO BE HEAVY. HE INDICATED THAT HE SWITCHED THE FUEL SELECTOR FROM BOTH TO RIGHT TANK. AFTER ABOUT 20-30 MINUTES, THEY RETURNED TO THE AIRPORT AND ENTERED DOWNWIND FOR LDG. THE STUDENT PERFORMED A BEFORE LDG CK AND WHILE ON FINAL, IT WAS NOTED THAT THE ACFT WAS BELOW THE DESIRED FLIGHT PATH. AN ATTEMPT TO ADD PWR WAS MADE WITH NO RESPONSE. A RESTART WAS ATTEMPTED, HOWEVER, IT WAS NOT SUCCESSFUL. THE ACFT COLLIDED WITH TREES SHORT OF THE APT. THE STUDENT HAD MOVED THE FUEL SEL TO THE BOTH POSITION DURING THE PRE LDG CK. THE SELECTOR WAS BINDING WHEN MOVED FM THE RIGHT TANK POSITION TOWARD LEFT AND BOTH. AN INTERVIEW WITH THE STUDENT PLT INDICATED THAT HE DID NOT UNDERSTAND THE USE OF THE TANK SELECTOR DETENTS AT VARIOUS SELECTOR POSITIONS. THE FUEL SELECTOR REPORTEDLY WAS NOT MOVED DURING THE ATTEMPTED RESTART PROCEDURES.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 649 hours in all; 15 in this make and model; 228 in the last 90 days; 497 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,290 hours
- Last inspection: inspection type not recorded, March 25, 1987; 13 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-F1A6 (piston); 0 hours total
- Operator: Alabama Aviation & Technical
The flight
- Flight plan: none
- Runway 12, 4,200 ft by 80 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 100° at 11 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 25,000 ft; scat at 3,000 ft
- Temperature: 82°F (28°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 9:50 pm from DHN, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.