Beech 58TC accident near Bluffton, South Carolina, December 26, 1991
On December 26, 1991 at about 10:37 pm local time, a Beech 58TC, registered N6588S, was destroyed in an accident near Bluffton, South Carolina. It was a personal flight under general aviation rules (Part 91). 5 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO MAINTAIN MINIMUM CONTROLLABLE AIRSPEED AFTER A REPORTED ENGINE POWER LOSS, RESULTING IN A LOSS OF AIRCRAFT CONTROL. A FACTOR WAS THE LOSS OF POWER ON THE LEFT ENGINE. THE REASON FOR THE LEFT ENGINE POWER LOSS COULD NOT BE DETERMINED.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 26, 1991 · about 10:37 pm local time
- Place
- Bluffton, South Carolina · map
- Type
- Accident
- Injuries
- 5 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech 58TC · all 58TCs on the register
- Registration
- N6588S · no longer on the register · serial TK4
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE COMMERCIAL PILOT HAD INITIATED A DIVERT TO ANOTHER AIRPORT AFTER HEARING REPORTS OF LOW VISIBILITIY AT HIS DESTINATION. HE REPORTED THAT HE HAD NO APPROACH PLATES FOR HIS DIVERT FIELD. WHILE BEING RADAR VECTORED AT ABOUT 3,000 FEET AGL, HE REPORTED 'HAVING ENGINE PROBLEMS.' ABOUT 1 MINUTE LATER, HE REPORTED 'GOING DOWN'. THE AIRCRAFT CRASHED IN WOODED TERRAIN AND BURNED. THE DESCENT ANGLE THROUGH THE TREES WAS ABOUT 30 DEGREES. RADAR DATA INDICATES THAT THE AIRCRAFT RAPIDLY LOST ABOUT 30 KNOTS PRIOR TO THE PILOT'S LAST RADIO CALL, FOLLOWED BY A HIGH RATE OF DESCENT. AN EXAMINATION OF THE WRECKAGE REVEALED THAT THE LEFT PROPELLER WAS NEAR THE FEATHERED POSITION AT IMPACT. THERE WAS EVIDENCE OF POWER ON THE RIGHT ENGINE AT IMPACT. TEARDOWNS OF BOTH ENGINES AND THEIR COMPONENTS FAILED TO EXPLAIN THE REPORTED ENGINE PROBLEM.
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: commercial pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 790 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded, January 2, 2000
- Maximum gross weight: 6,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-L (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: RUQ Salisbury NC at 9:20 pm
- Destination: 49J Hilton Head Is. SC
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 020° at 5 knots
- Visibility: 5 statute miles
- Sky: overcast at 400 ft; not recorded
- Temperature: 52°F (11°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 10:35 pm from 49J, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.
Other NTSB records under N6588S the same tail number, which may have belonged to a different aircraft at the time
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.