Cessna 336 accident near Savannah, Georgia, October 14, 2024
On October 14, 2024 at about 2:30 am local time, a 1964 Cessna 336, registered N336LV, was substantially damaged in an accident during approach near Savannah, Georgia (Hunter Aaf airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person had minor injuries. 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 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 14, 2024 · about 2:30 am local time
- Place
- Savannah, Georgia · Hunter Aaf · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 336, built 1964 · all 336s on the register
- Registration
- N336LV · registry record · serial 336-0176
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On October 13, 2024, about 2230 eastern daylight time, a Cessna 336, N336LV, was destroyed when it was involved in an accident near Savannah, Georgia. The commercial pilot was fatally injured, and a pilot-rated passenger sustained minor injuries. The flight was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Radar data indicated that the flight departed Miami Executive Airport (TMB), Miami, Florida enroute to Savannah International Airport (SAV), Savannah, Georgia. According to air traffic control (ATC) communication information provided by the Federal Aviation Administration, the pilot contacted ATC while flying at an altitude of 7,000 feet, and stated that he was inbound to SAV and had obtained the current weather conditions there. The pilot was cleared to descend to 2,000 feet for an approach to runway 28 at SAV. Shortly thereafter, the pilot requested a direct approach due to fuel concerns, which ATC approved. The pilot subsequently reported a loss of engine power, declared an emergency, and later advised ATC that both engines had lost power. ATC provided the pilot with radar vectors to Hunter Army Airfield (SVN), Savannah, Georgia, which was located about 3 miles from the airplane's position at that time. The pilot acknowledged these instructions, reported seeing the airport’s runway lights, but expressed concern about reaching the runway. The final transmission from the pilot indicated that he would not be able to reach the runway. The airplane subsequently impacted terrain in a residential area about 2 nautical miles northeast of SVN. All major components of the airplane were located at the accident site. The cockpit and instrument panel were destroyed by impact forces. The fuselage exhibited extensive impact and crush damage. The left wing had separated outboard of the inboard fuel tank, which was intact but empty. The outboard section of the left wing, found along the wreckage path, revealed a breached fuel tank with trace amounts of fuel observed. The right wing separated outboard of the inboard fuel tank, which remained intact and contained trace amounts of fuel. The outboard section of the right wing was partially attached via control cables, and a trace amount of fuel was observed within the tank. Both engines remained attached to the fuselage and exhibited impact damage. The vertical stabilizer, rudder, and horizontal stabilizer were partially attached and showed signs of impact damage. The wreckage was recovered and retained for further examination.
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
- Fuel exhaustion during approach defining event
- Loss of engine power (total) during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The aircraft
- Airframe total time: 2,928 hours
- Last inspection: annual inspection, March 1, 2024
- Maximum gross weight: 4,630 lb
- Seats: 4
- Landing gear: fixed
The flight
- Departed from: TMB Miami FL at 10:16 pm
- Destination: SAV Savannah GA
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 200° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 55°F (13°C)
- Altimeter: 30.05 inHg
- Observation at 9:53 pm from SAV, 13 miles away
Weather report (METAR): METAR KSAV 140153Z 20008KT 10SM CLR 20/13 A3005 RMK AO2 SLP173 T02000128
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 NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA25FA008.