Cessna 172M accident near Savannah, Georgia, October 1, 1995
On October 1, 1995 at about 6:26 pm local time, a Cessna 172M, registered N9553H, was substantially damaged in an accident near Savannah, Georgia (Hunter Army Air Field). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's selection of unsuitable terrain for a precautionary landing, and his failure to maintain clearance from an obstacle (road sign) during the landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 1, 1995 · about 6:26 pm local time
- Place
- Savannah, Georgia · Hunter Army Air Field · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N9553H · no longer on the register · serial 17266224
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After requesting fuel availability for various airport's from Savannah Approach Control, the pilot declared an emergency and landed at the Hunter Army Air Field. After landing, he taxied to a remote part of the airport and removed hand made fuel lines connecting three six gallon tanks to the left wing tank. These additional tanks were stored where the rear seat had been installed. The pilot did not refuel the aircraft prior to takeoff, and after departure, the engine began to run rough. He elected to execute a precautionary landing along Savannah's Highway 516, where the aircraft collided with a road sign. The pilot then lost control, and the aircraft skidded into a guard rail and flipped over. Two pilots were aboard the aircraft. Both repeatedly changed their stories concerning who they were, and what transpired prior to the accident. An FAA examiner stated that there was approximately fifteen gallons of automotive fuel in the aircraft's right wing, and no fuel in the left wing. He also stated that the aircraft appeared to have been configured for transportation of unauthorized material.
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: 900 hours in all; 550 in this make and model; 30 in the last 90 days; 12 in the last 30 days; 750 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, May 1, 1995
- Maximum gross weight: 2,300 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: UNK Hunter Army A/F GA
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 040° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,300 ft; not recorded
- Temperature: 73°F (23°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 7:44 pm from SVN, 3 miles away
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.