Amateur-built GLASAIR SH2F accident near Timmonsville, South Carolina, November 27, 1994
On November 27, 1994 at about 4:10 pm local time, a amateur-built GLASAIR SH2F, registered N169DW, was destroyed in an accident near Timmonsville, South Carolina. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's continued operation into known adverse weather conditions with a known aircraft deficiency, and his ensuing spatial disorientation, which resulted in ground impact during an uncontrolled descent.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 27, 1994 · about 4:10 pm local time
- Place
- Timmonsville, South Carolina · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Amateur-built GLASAIR SH2F GLASAIR SH
- Registration
- N169DW · registry record · serial 169
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A COUPLE MADE A CROSS COUNTRY FLIGHT TO VISIT FRIENDS WHO WERE IN ANOTHER STATE. THE HUSBAND HAD A PRIVATE CERTIFICATE WITH AN INSTRUMENT RATING, AND HIS WIFE HAD A PRIVATE CERTIFICATE. BOTH HAD AN AIRPLANE SINGLE ENGINE LAND RATING. DURING THE FLIGHT THE VACUUM PUMP FAILED, AND IT WAS NOT REPAIRED DURING THE VISIT. FOLLOWING THE WEEKEND VISIT, THEY WERE RETURNING HOME. PRIOR TO DEPARTING, THE HUSBAND OBTAINED A WEATHER BRIEFING FOR A VFR FLIGHT. VFR WAS NOT RECOMMENDED BY THE FSS SPECIALIST BECAUSE OF FORECASTED INSTRUMENT CONDITIONS AT THE DESTINATION AIRPORT, AT THE EXPECTED ARRIVAL TIME. THE FLIGHT DEPARTED VFR, AND WHEN NEAR THE DESTINATION REQUESTED AN IFR CLARENCE FOR AN APPROACH. THE HUSBAND MADE THE RADIO CALLS TO AIR TRAFFIC CONTROL, AND STATED THAT THEY WERE BETWEEN CLOUD LAYERS. AFTER INITIATING THE FIRST VECTOR FOR THE INSTRUMENT APPROACH, THE PILOT REPORTED THAT THE 'GYROS' HAD BEEN LOST. SHORTLY AFTERWARDS, THE AIRPLANE DISAPPEARED FROM RADAR AND RADIO CONTACT. IT IMPACTED, OUT OF CONTROL, INTO A DENSELY WOODED AREA.
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; instrument: airplane
- Flight time: 370 hours in all
- Medical certificate: None
- Seat: unk
The aircraft
- Last inspection: 100-hour inspection, May 12, 1994
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: MLB Melbourne FL at 1:45 pm
- Destination: FLO Florence SC
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 110° at 10 knots
- Visibility: 2 statute miles
- Sky: overcast at 300 ft; not recorded
- Temperature: 48°F (9°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 3:55 pm from FLO, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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 N169DW 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.