Piper PA 32 accident near Morrison, Tennessee, November 8, 2017
On November 8, 2017, a 1978 Piper PA 32, registered N47831, was destroyed in an accident during approach (IFR missed approach) near Morrison, Tennessee (Warren County Memorial airport). 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 pilots' loss of control during a missed approach in night instrument meteorological conditions as a result of spatial disorientation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 8, 2017
- Place
- Morrison, Tennessee · Warren County Memorial · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA 32 300, built 1978 · all PA 32s on the register
- Registration
- N47831 · no longer on the register · serial 32-7840014
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The non-instrument-rated private pilot and flight instructor were conducting a cross-country flight in night instrument meteorological conditions; the destination airport reported 2 1/2 nautical miles visibility in mist and an overcast ceiling at 500 ft above ground level about the time of the accident. After performing a missed approach at the intended destination airport, the controller cleared the airplane to an alternate airport and provided the weather conditions at that airport, which included 300 ft overcast cloud ceiling. One of the pilots asked the controller to verify the ceiling at the alternate airport and stated that he would tune the radio to the airport's AWOS (automated weather observation service) to listen for himself. Radar data showed that the airplane entered a right descending spiral shortly thereafter. About 25 seconds later, one of the pilots declared a mayday; there were no further communications from the airplane. Radar indicated that the airplane reached a descent rate of about 4,500 ft per minute before radar contact was lost. The accident site was located in a field about 1,500 ft from the last radar return; the damage to the airplane and distribution of the wreckage were consistent with a high velocity impact. Examination of the airplane revealed no evidence of any preimpact mechanical anomalies. The relatively high workload associated with the missed approach and diversion along with the night instrument meteorological conditions present at the time were conducive to the development of pilot spatial disorientation. The airplane's rapid descent as depicted on radar and the high-energy impact are consistent with the known effects of spatial disorientation. Given the lack of mechanical anomalies found with the airplane, it is likely that the mayday declaration occurred after the onset of spatial disorientation and the subsequent loss of airplane control.
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
What happened, in order
- Loss of control in flight during approach (IFR missed approach) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Instructor/check pilot
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Student/instructed pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Lateral/bank control › Not attained/maintained
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Not attained/maintained
- cause Personnel issues › Psychological › Perception/orientation/illusion › Spatial disorientation › Instructor/check pilot
- cause Personnel issues › Psychological › Perception/orientation/illusion › Spatial disorientation › Student/instructed pilot
- cause Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Low ceiling › Effect on operation
- cause Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Low visibility › Effect on operation
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: glider; instructor: gyroplane; instructor: instrument airplane; instrument: airplane; rotorcraft: glider; rotorcraft: gyroplane
- Flight time: 8,312 hours in all
- Medical certificate: BasicMed
- Seat: unk
- Injury: fatal
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 40 hours in all; 24 in this make and model
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: unk
- Injury: fatal
The aircraft
- Airframe total time: 4,365 hours
- Last inspection: annual inspection, May 1, 2017; 232 hours since
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540-K1G5 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: MVC Monroeville AL at 10:25 pm
- Destination: RNC Mcminnville TN
- Flight plan: IFR
- Runway 23, 5,000 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 350° at 6 knots
- Visibility: 2.5 statute miles
- Sky: overcast at 500 ft; ovct at 500 ft
- Temperature: 54°F (12°C), dew point 52°F (11°C)
- Altimeter: 30.09 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
27 documents, released by the NTSB on October 30, 2019. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.