Piper PA-32-301 accident near Memphis, Tennessee, December 19, 1995
On December 19, 1995 at about 7:11 pm local time, a Piper PA-32-301, registered N8349Z, was destroyed in an accident near Memphis, Tennessee. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's continued flight into known forecast icing conditions which resulted in the aircraft developing an ice buildup, and the pilot's failure to maintain control of the aircraft. The icing conditions was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 19, 1995 · about 7:11 pm local time
- Place
- Memphis, Tennessee · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-301 · all PA-32-301s on the register
- Registration
- N8349Z · no longer on the register · serial 32-8306008
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Preflight weather briefings received by the pilot indicated that icing conditions were forecast for the route of flight and at the destination. The aircraft was not certificated or equipped for flight in icing conditions. While approaching the destination airport the pilot reported encountering moderate rime icing conditions during descent. About 35 minutes later, while on final approach, the aircraft was observed to slow to a 65 knot ground speed and enter a rapid descent. Witnesses observed the aircraft descend from the clouds in a nose down attitude, pitch up to a nose high attitude, and then enter a spin to right from which it crashed. Postcrash examination of the aircraft structure, flight controls, engine, propeller, and aircraft systems showed no evidence of precrash failure or malfunction. The medical examiner reported no findings that would indicate precrash incapacitation of the pilot or passenger.
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: 1,615 hours in all; 1,450 in this make and model; 30 in the last 90 days; 10 in the last 30 days; 1,573 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,290 hours
- Last inspection: annual inspection, May 3, 1995; 87 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540-K1G5 (piston); 0 hours total
The flight
- Departed from: SPS Wichita Falls TX at 9:32 pm
- Destination: MEM
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 300° at 14 knots, gusting 20
- Visibility: 7 statute miles
- Sky: broken clouds at 1,400 ft; not recorded
- Temperature: 39°F (4°C), dew point 37°F (3°C)
- Altimeter: 29.00 inHg
- Observation at 6:50 pm from MEM, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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 N8349Z 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.