Piper PA-32R-300 accident near Hilton Head Isl, South Carolina, July 13, 1995
On July 13, 1995 at about 7:20 pm local time, a Piper PA-32R-300, registered N38188, was destroyed in an accident near Hilton Head Isl, South Carolina (Hilton Head airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
loss of engine power for undetermined reasons, and the unsuitable terrain encountered during the emergency landing. A factor in the accident was the pilot's extension of the downwind leg which prevented landing on the intended runway following loss of engine power in the traffic pattern.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 13, 1995 · about 7:20 pm local time
- Place
- Hilton Head Isl, South Carolina · Hilton Head · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32R-300 · all PA-32R-300s on the register
- Registration
- N38188 · no longer on the register · serial 32R-7780402
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight departed Knoxville, TN, at 1220 edt with full fuel tanks. About 1 hour before the planned arrival at Hilton Head, SC, the pilot advised the FBO that the flight would be about 30 minutes late. The flight continued, and when near the airport, the pilot requested an airport advisory. He announced his intentions to enter a downwind leg and to make a long final approach to runway 3. Witnesses saw the airplane low on final approach, then observed that the airplane banked away from the airport, while descending. Subsequently, it collided with 80-foot tall trees, then a powerline, the ground, and a telephone pole. The airplane came to rest upright with the empennage separated aft of the wings. A postcrash fire destroyed the cockpit and cabin section. Examination of the flight controls revealed no evidence of preimpact failure or malfunction. Examination of the engine revealed water contamination at the fuel manifold and servo fuel injector. Operators of other airplanes, fueled by the same source on the same day, had no indication of fuel contamination.
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
- Flight time: 480 hours in all; 175 in this make and model; 32 in the last 90 days; 5 in the last 30 days; 427 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,340 hours
- Last inspection: annual inspection, May 15, 1995; 12 hours since
- Maximum gross weight: 3,600 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5D (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: DKX Knoxville TN at 4:20 pm
- Destination: 49J
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 080° at 11 knots, gusting 18
- Visibility: 7 statute miles
- Sky: broken clouds at 1,500 ft; not recorded
- Temperature: 86°F (30°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 7:50 pm from 49J, 1 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.