Piper PA28R accident near Savannah, Georgia, October 10, 2015
On October 10, 2015, a 1969 Piper PA28R, registered N9312N, was substantially damaged in an accident during approach near Savannah, Georgia (Savannah/Hilton Head Intl airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight fuel planning and in-flight fuel management, which resulted in fuel exhaustion and a total loss of engine power during approach. Contributing to the accident were the pilot’s failure to maintain adequate airspeed and his exceedance of the airplane’s critical angle-of-attack, which resulted in an aerodynamic stall.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 10, 2015
- Place
- Savannah, Georgia · Savannah/Hilton Head Intl · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA28R 200, built 1969 · all PA28Rs on the register
- Registration
- N9312N · no longer on the register · serial 28R-35012
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to flight service station records, the private pilot had planned a cross-country flight that was expected to be about 465 miles long and to take about 3 hours 15 minutes. The first two-thirds of the flight were uneventful, but the pilot diverted to an alternate airport because the passenger needed a rest stop. He did not purchase fuel at the diversion airport and resumed the flight. According to air traffic control records, while on final approach to the destination airport, an air traffic controller noted that the airplane was low after turning onto the final leg of the traffic pattern and advised the pilot to check his altitude; the pilot did not respond. The airplane then departed controlled flight and crashed. Neither the pilot nor the passenger could recall any events leading up to the accident. Examination of the wreckage found damage characteristics to the propeller and engine that were indicative of a loss of engine power; however, no preimpact mechanical malfunctions were found. Both fuel tanks were found compromised, but no evidence of fuel was found at the accident site. At the time of the power loss, the airplane had flown a total of about 3 hours 30 minutes. Airplane performance data revealed that the engine consumed about 10 gallons per hour, not including fuel used during taxi, takeoff, and climb. Given that the airplane did not have any fuel on board, it likely was not filled to its total capacity of 50 gallons at departure. Further, the unplanned landing increased the amount of fuel the airplane would have burned, and the pilot likely did not account for this while managing the fuel in flight. Given the evidence, it is likely that the loss of engine power resulted from fuel exhaustion. Further, once the engine lost power, the pilot did not maintain adequate airspeed and exceeded the airplane's critical angle-of-attack on approach to the airport, which resulted in an aerodynamic stall.
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
What happened, in order
- Preflight or dispatch event during prior to flight
- Fuel exhaustion during approach defining event
- Loss of engine power (total) during approach
- Aerodynamic stall/spin during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Capability exceeded
- factor Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,550 hours in all; 454 in this make and model; 32 in the last 90 days; 6 in the last 30 days; 1,464 as pilot in command
- Last flight review: June 13, 2015
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 5,785 hours
- Last inspection: annual inspection, October 18, 2014; 90 hours since
- Maximum gross weight: 2,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-C1C (piston); 0 hours total
The flight
- Departed from: CRG Jacksonville FL
- Destination: SAV Savannah GA
- Flight plan: IFR
- Runway 10, 9,351 ft by 150 ft
Weather at the time
- Light: night
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 18,000 ft
- Temperature: 72°F (22°C), dew point 66°F (19°C)
- Altimeter: 30.03 inHg
- Observation at 1:03 am from SAV, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.