Greenville

The private pilot, who sat in the left seat, was executing the LOC RWY 17 instrument approach in actual instrument meteorological conditions, when the airplane decelerated, lost altitude, and began a left turn about 2 miles from the airport. Subsequently, the airplane collided with terrain and came to rest on residential property. The radar data also indicated that the airplane was never stabilized on the approach. A witness, a private pilot, said the airplane "appeared" out of the fog about 300-400 feet above the ground. It was in a left bank, with the nose pointed down, and was traveling fast. The airplane then "simultaneously and suddenly level[ed] out," pitched up, and the engine power increased. The witness thought that the pilot realized he was low and was trying to "get out of there." The airplane descended in a nose-high attitude, about 65 degrees, toward the trees. Radar data indicates that the airplane slowed to 80 knots about 3 miles from the airplane, and then to 68 knots 18 seconds later as the airplane began to turn to the left. Examination of the airplane and engine revealed no mechanical deficiencies. Weather reported at the airport 25 minutes before the accident included wind from 140 degrees at 5 knots, visibility 1 statute mile, and ceiling 500 foot overcast. Weather 5 minutes before the accident included wind from 140 degrees at 5 knots, visibility 1 statute miles, and ceiling 300 foot overcast.

According to the pilot, he was conducting a GPS approach during occasional low ceilings, reduced visibility and rain. At the minimum descent altitude, the ground was 'occasionally' visible through fog and rain. Near the missed approach point, the runway lights were visible, so he continued the descent. He lost visual contact with the runway, and began a missed approach, but collided with trees. The accident site was 2 miles prior to the runway, on rising terrain, 200 feet below the runway elevation. The missed approach point was over the approach end of the runway.

The airplane descended to 2,600 feet to the NDB, and initiated the approach upon crossing the NDB. As the airplane descended below 1,500 feet MSL, Huntsville lost radar contact. The next communication with the airplane was when the pilot radioed that he was initiating the missed approach. The published missed approach procedure is, 'Climbing lift turn to 2,700 direct CPP NDB and hold.' The airplane made a series of turns within the next one minute and 24 seconds. Additionally, the airplane's altitude varied but it never climbed above the altitude of 1,700 feet. The airplane wreckage was located approximately 3.5 miles north of the airport on a 345 degree heading on the opposite side of the outbound course to the NDB. Witnesses in the immediate area stated that they could hear the airplane flying low over their homes but could not see it due to the foggy conditions. A review of pilot records did not show the pilot having any fixed wing airplane experience.

During arrival, the flight was vectored for an ILS runway 32 approach. As the arrival continued, the ATC controller provided the latest info on cloud tops and in-cloud icing. The pilot acknowledged, then inquired about the status of the 'locator.' The controller advised that all components of the ILS, including the outer marker locator, were monitoring normal. Four miles from the outer marker/faf, the pilot was given a final vector, was cleared for the approach and was cleared to circle and land on runway 23. He acknowledged, then radio and radar contact with the aircraft were lost. The aircraft crashed approximately 2 miles southeast of the faf, while in a steep descent on a heading of 140°. No preimpact part failure/malfunction of the aircraft was found, though it was extensively damaged. About three weeks after a boating accident on 7/2/88, the pilot was admitted to a hospital and treated for a stroke, but an autopsy and toxicological checks failed to reveal any condition which would have prevented the pilot from performing his duties. Ad 88-13-01, concerning aircraft equipped with m-4c/d autopilots, was not complied with. All four occupants were killed.

The pilot filed an IFR clearance and took off on runway 30 after dark. At that time, the airport manager was in his living quarters, getting ready to eat his evening meal. He reported that from his position, the takeoff height looked normal. As the aircraft departed, he noticed no unusual sounds, except he heard what he thought was shots from a rifle. Another witness heard what he described as a loud pop and the sound of engine sputter followed by a crash sound. Later, the aircraft wreckage was found about 1,5 mile northwest of the airport. The investigation revealed that it had collided with trees and the wreckage was scattered over an area about 1,000 feet long. No preimpact malfunction or failure of the engines was found. The propeller blades were found twisted and bent. The flight controls were all accounted for and examined and no preimpact failures were found. No bullet impact marks were found on any piece of the wreckage. All eight occupants were killed.

After takeoff from Gulfportg-Biloxi Airport, while in initial climb, the twin engine airplane banked right, descended and crashed near the airfield. All five occupants were injured, the pilot and a passenger seriously. The airplane was destroyed.

The airplane was completing a charter flight from Greenville, South Carolina, to Baton Rouge, Louisiana, carrying members of the Lynyrd Skynyrd Band. At 04:30 CDT on October 18, N55VM had arrived at the Greenville Downtown Airport, South Carolina, from Lakeland, Florida. While on the ground at Greenville, the aircraft had been refueled with 400 gallons of 100-octane, low-lead fuel. On October 20 at 16:02 CDT, the flight had departed Greenville Downtown Airport for Baton Rouge, Louisiana. The pilot had filed an IFR flight plan with the Greenville Flight Service Station. The route of flight was to be Victor 20 Electric City, direct Atlanta, direct La Grange, direct Hattiesburg Victor 222 McComb, V194 and to Baton Rouge. The pilot requested an altitude of 12,000 ft and stated that his time en route would be 2 hours 45 minutes and that the aircraft had 5 hours of fuel on board. The pilot was also given a weather briefing. After reaching 12,000 ft, N55VM proceeded according to flight plan and at 18:39 was cleared to descend to and maintain 6,000 ft. This clearance was acknowledged. At 18:40 the flight told Houston Air Route Traffic Control Center (ARTCC), "We're out of one two thousand for six thousand." About 18:42 N55VM advised Houston Center, "Yes, sir, we need to get to a airport, the closest airport you've got, sir." Houston Center responded by asking the crew if they were in an emergency status. The reply was, "Yes, sir, we're low on fuel and we're just about out of it, we want vectors to McComb, post haste please, sir." Houston Center gave the flight vectors to McComb and advised it to turn to a heading of 025°. N55VM did not confirm that a turn was initiated until 18:44. At 18:44:34, the pilot of N55VM said, "We are not declaring an emergency, but we do need to get close to McComb as straight and good as we can get, sir." At 18:45:12 N55VM advised Houston, "Center, five victor Mike we're out of fuel." The center replied, "Roger, understand you're out of fuel?" N55VM replied, "I am sorry, it's just an indication of it." The crew did not explain what that indication was. At 18:45:47 Houston Center requested N55VM's altitude. The response was, "We're at four point five." This was the last recorded communication between N55VM and the ARTCC. Several attempts were made by Houston Center to contact the flight but there was no response. At 18:55:51 an aircraft reported picking up a weak transmission from an emergency locator transmitter (ELT). The aircraft had crashed in heavily wooded terrain, during twilight hours, at an elevation of 310 ft near the town of Gillsburg, Mississippi. Both pilots, band members Ronnie Van Zant, Steve Gaines, Cassie Gaines, and the band's manager Dean Kilpatrick were killed in the accident. The aircraft was destroyed.

The crew started the descent to Greenville Airport in poor weather conditions with fog and limited visibility. On final approach, the pilot-in-command passed below the glide and below the MDA fixed at 2,200 feet, probably to establish a visual contact with the ground. While descending to an altitude of 1,400 feet, the twin engine airplane struck trees and crashed in a wooded area located few miles short of runway. The aircraft was destroyed and all six occupants were killed.

En route from Greenville, Mississippi, to Montgomery, Alabama, both engines failed almost simultaneously. The pilot reduced his altitude and attempted an emergency landing when the airplane struck tree tops and crashed in a wooded area located in Central Mills. While both passengers were slightly injured, the pilot was seriously wounded.

45 minutes after takeoff from Greenville Airport, while conducting local practice, both engines failed simultaneously. The aircraft lost height and crashed in an uninhabited area. The passenger was killed and the pilot was seriously injured. The pilot recently purchased the aircraft and was not familiar with.