Beech 58 accident near Rives, Tennessee, October 31, 1992
On October 31, 1992 at about 3:45 am local time, a Beech 58, registered N101KH, was substantially damaged in an accident near Rives, Tennessee (Everett-Stewart airport). It was a personal flight under general aviation rules (Part 91). 4 people were seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO FOLLOW INSTRUMENT PROCEDURES WHILE CONDUCTING AN INSTRUMENT APPROACH WHICH RESULTED IN THE COLLISION WITH TREES; THE PILOT DESCENDED BELOW THE MINIMUM DESCENT ALTITUDE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 31, 1992 · about 3:45 am local time
- Place
- Rives, Tennessee · Everett-Stewart · map
- Type
- Accident
- Injuries
- 4 people were seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech 58 · all 58s on the register
- Registration
- N101KH · no longer on the register · serial TH-289
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT RECEIVED A WEATHER BRIEFING AND FILED AN INSTRUMENT FLIGHT PLAN TO THE DESTINATION AIRPORT WITHOUT LISTING AN ALTERNATE AIRPORT. UPON ARRIVING AT HIS PLANNED DESTINATION, HE EXECUTED TWO INSTRUMENT APPROACHES AND WAS UNABLE TO ESTABLISH VISUAL CONTACT WITH THE GROUND. HE REQUESTED A THIRD APPROACH FROM AIR TRAFFIC CONTROL AND COLLIDED WITH TREES ABOUT THREE MILES SHORT OF THE AIRPORT WHILE ON FINAL APPROACH. EXAMINATION OF THE AIRPLANE FAILED TO DISCLOSE A MECHANICAL MALFUNCTION OR A COMPONENT FAILURE. ACCORDING TO THE PUBLISHED APPROACH PROCEDURE THE MINIMUM DESCENT ALTITUDE IS 800 FEET MSL; THE PILOT DESCENDED BELOW THE PUBLISHED MINIMUMS. THE PILOT DID NOT REPORT A PROBLEM WITH THE AIRPLANE OR THE ONBOARD FLIGHT INSTRUMENTS.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,609 hours in all; 38 in this make and model; 227 in the last 90 days; 84 in the last 30 days; 1,550 as pilot in command; 756 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,756 hours
- Last inspection: annual inspection, February 24, 1992; 150 hours since
- Maximum gross weight: 5,379 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-C (piston); 0 hours total
- Operator: Kilo Hotel INC.
The flight
- Departed from: ATL Atlanta GA at 1:01 am
- Destination: UCY Union City TN
- Flight plan: IFR
- Runway 1, 5,000 ft by 100 ft
Weather at the time
- Light: night, dark
- Sky: overcast at 200 ft; clear
- Temperature: 54°F (12°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 3:18 am from UCY, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.