Piper PA-24-260 accident near Andrews, North Carolina, March 15, 1997
On March 15, 1997 at about 1:41 am local time, a Piper PA-24-260, registered N8857P, was destroyed in an accident near Andrews, North Carolina (Andrews-Murphy 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 pilot's poor in-flight planning in attempting to maintain VFR conditions at night over mountainous terrain, and his failure to maintain clearance from the mountain. Contributing to the accident was: the pilot's inadequate preflight planning for not obtaining a formal weather briefing, and his self-induced pressure to arrive before a specific time for the start of a planned event.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 15, 1997 · about 1:41 am local time
- Place
- Andrews, North Carolina · Andrews-Murphy · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-24-260 · all PA-24-260s on the register
- Registration
- N8857P · no longer on the register · serial 24-4314
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot did not obtain a formal weather briefing before departure. While en route during an IFR flight, the pilot changed his destination. The flight proceeded to a nearby VOR, then nearly over the airport, and after flying past the airport the pilot advised the controller that he would orbit in that area to look for a break in the clouds. He observed a hole in the clouds, so advised the controller, and canceled his IFR clearance. While descending over mountainous terrain, the airplane first collided with trees on the upslope side of the mountain about 3,200 feet mean sea level. The airplane continued descending in a left wing low attitude and collided with the downslope side of the mountain. Examination of the airplane and engine revealed no evidence of preimpact failure or malfunction. The weather at the destination airport, with an elevation of 1,700 feet, and about 41 minutes before the crash, was a broken ceiling of about 2,000 feet above ground level, as reported by a pilot-witness.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,766 hours in all; 2,438 in this make and model; 71 in the last 90 days; 11 in the last 30 days; 2,687 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,680 hours
- Last inspection: annual inspection, February 10, 1996; 326 hours since
- Maximum gross weight: 3,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-D4A5 (piston); 0 hours total
The flight
- Departed from: ATL Atlanta GA
- Destination: 6A3
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 300° at 11 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,800 ft; not recorded
- Temperature: 48°F (9°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 1:53 am from TYS, 35 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.
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.