Piper PA-32R-301 accident near Olive Branch, Mississippi, November 15, 1998
On November 15, 1998 at about 2:54 am local time, a Piper PA-32R-301, registered N83396, was destroyed in an accident near Olive Branch, Mississippi (Olive Branch 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 failure to follow IFR procedures when he descended below the published minimum descent altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 15, 1998 · about 2:54 am local time
- Place
- Olive Branch, Mississippi · Olive Branch · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-32R-301 · all PA-32R-301s on the register
- Registration
- N83396 · no longer on the register · serial 32R-8113040
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While executing a localizer/dme approach, the pilot executed a missed approach before the missed approach point and advised the controller, 'we was look like we just about had it there ah I think I'd like to try it one more time to see if we can make it.' The flight was cleared for the second localizer/dme approach and the airplane remained at 2,400 feet msl, for 1.3 miles past the FAF, then descended to only 1,400 feet at the missed approach point. The airplane continued to descend from that point to where the airplane was lost from radar .8 nautical mile past the departure end of the runway. The airplane collided with trees, the ground, and came to rest with both wings separated. Post accident examination of the engine, and flight controls revealed no evidence of preimpact failure or malfunction. A non-TSO'd altimeter was found in the airplane which when tested, revealed no discrepancies. Weather observation taken 3 minutes before the accident at the Memphis International Airport, located 10.9 nautical miles from the accident airport, indicates an overcast ceiling at 300 feet with visibility of 4 statute miles mist.
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: 1,330 hours in all; 820 in this make and model; 40 in the last 90 days; 11 in the last 30 days; 1,293 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,056 hours
- Last inspection: annual inspection, September 5, 1998; 30 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5D (piston); 0 hours total
The flight
- Departed from: DCU Decatur AL at 1:26 am
- Destination: OLV
- Flight plan: IFR
- Runway 18
Weather at the time
- Light: night, dark
- Wind: from 250° at 4 knots
- Visibility: 4 statute miles
- Sky: overcast at 300 ft; not recorded
- Temperature: 57°F (14°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 2:51 am from MEM, 11 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.