History of Flight
On October 16, 2016, about 1957 eastern daylight time, a Piper PA-28-161, Canadian registration C-GYSN, collided with trees and terrain near Austin, Pennsylvania. The commercial pilot and two passengers sustained fatal injuries, and the airplane was destroyed. The aircraft was owned and operated by St. Catharines Flying Club under 14 CFR Part 91. Night instrument meteorological conditions prevailed, and an IFR flight plan was filed for the personal flight originating from Richmond International Airport (RIC) at about 1654, destined for St. Catharines/Niagara District Airport (CYSN).
The accident pilot and pilots of four other club airplanes had flown into the US on October 12, visiting several states. Earlier on the accident day, the accident pilot and two other pilots departed Myrtle Beach International Airport (MYR) for RIC. Before departure, the accident pilot did not express weather concerns. They agreed the accident pilot would depart after the other pilot, and they would communicate via radio for weather deviations. The other pilot reported that early communications from the accident airplane were made by the front seat passenger, a student pilot.
About 1933, the accident airplane contacted Cleveland Air Route Traffic Control Center (ZOB) at 6,000 ft. At 1944, while in visual conditions near a frontal system, the controller advised of moderate precipitation; the airplane responded and deviated 20° left. About 1946, while in clouds at 6,000 ft, a rear seat passenger texted that they were "stuck in freezing rain." The flight continued west, then turned north-northwest at 1952, then northeast at 1956:15. At 1956:51, a right turn began; the last radar targets showed a heading change from 074° to 142° and descent from 6,000 to 5,500 ft at an average rate of 2,500 ft/min. The controller attempted contact at 1957:11 with no reply. Search efforts located the wreckage the next day via a Pennsylvania State Police helicopter.
Personnel Information
The pilot, aged 25, held a Canadian commercial pilot license with instrument rating and a Class 4 instructor certificate. He also held an FAA commercial pilot certificate. His logbook showed about 494 total hours, 301 as PIC, 77 simulated instrument hours, and no record of actual instrument flight. He had 36 hours of night experience. Training records indicated he completed an instrument proficiency check on October 11, 2016, in the accident airplane. The left seat passenger (19) held a Canadian student pilot permit with 56 total hours, 55 in the accident make/model.
Aircraft Information
The Piper PA-28-161, serial number 28-7816311, was manufactured in 1978, powered by a 160-hp Lycoming O-320-D3G engine. It was exported to Canada in 2012. The airplane was not equipped with weather radar but had an electric turn coordinator. The last 100-hour inspection was on September 23, 2016, at about 11,519 hours total time. A supplemental type certificate increased gross weight to 2,440 pounds.
Meteorological Information
The day before, the accident pilot and another pilot reviewed weather charts, noting a cold front and expected rain, with freezing level forecast at 14,000 ft. On the accident date, they discussed deviating west to avoid the cold front. No record of a weather briefing was found. The 1953 observation at Bradford Regional Airport, 21 nm west-northwest, reported light rain, mist, broken ceiling at 4,800 ft, temperature and dewpoint 16°C. The sounding showed the freezing level at 11,963 ft and possible low-level wind shear and turbulence. Radar indicated the flight entered clouds or light precipitation around 1946, then an area of light-to-heavy rain with severe turbulence, updrafts and downdrafts, and small hail by 1954. No SIGMETs were valid, but a Meteorological Impact Statement was in effect.
Wreckage and Impact Information
The airplane struck a heavily wooded area; the first tree impact was about 1,400 ft from the last radar target. The outboard right wing section was found in a tree 65-70 ft above ground. The wreckage path was oriented about 140° magnetic, with scattered debris. No fire or preimpact failure of flight controls was found. The stabilator trim tab actuator was full nose-down. The flap selector was fully extended (40°). The carburetor heat was off. The engine was separated and found about 880 ft past the first tree contact. Examination revealed impact damage but no preimpact anomalies; the propeller blades were fractured with leading edge gouging.
Additional Information
St. Catharines Flying Club operated the airplane. The club's Flight Training Operations Manual did not specify operational control away from home base or require experience in actual IMC before dispatching IMC flights. The digital camera SD card contained no images; the pilot's cell phone could not be unlocked. NTSB literature noted that spatial disorientation can occur when visibility is restricted, but no causal link was established.