# Accident 20161016021879A: Piper PA-28-161, Keating Summit, PA, October 16, 2016 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: October 16, 2016, 19:58 local time - Place: Keating Summit, PA - Damage: Destroyed - Phase of flight: Cruise/Level Flight - Operating rules: General operating rules (Part 91) - Location: 41.6809° N, 78.1811° W: Placed by OpenAirDocs: center of Keating Summit, PA, within about 6 miles (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=41.6809&lon=-78.1811&mi=10 - Aircraft: C-GYSN (not matched to a registry record) - Reported make and model: PIPER PA-28-161 - People aboard: 3 - Fatal injuries: 3 - Other injuries: 0 - Pilot certificates: Commercial pilot - Pilot flight hours: 400 total - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20161016021879A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. ON OCTOBER 16, 2016 AT 1958, A PIPER PA-28-161, CANADIAN REGISTRATION C-GYSN, SERIAL NUMBER 28-7816311, DEPARTED RICHMOND, VIRGINIA (KRIC) AND WAS DESTINED FOR ST. CATHERINE?S/NIAGARA DISTRICT AIRPORT (CYSN), ST. CATHERINES, ONTARIO, CANADA. THE AIRCRAFT HAD THREE OCCUPANTS, A COMMERCIAL PILOT AND TWO PASSENGERS. AT APPROXIMATELY 1958, THE AIRCRAFT IMPACTED TERRAIN IN A MOUNTAINOUS WOODED AREA NEAR KEATING SUMMIT, PENNSYLVANIA. ALL THREE OCCUPANTS WERE FATALLY INJURED AND THE AIRCRAFT WAS DESTROYED. THE AIRCRAFT WAS OPERATED UNDER THE PROVISIONS OF 14 CFR PART 91 AND WAS REGISTERED TO AND OPERATED BY ST. CATHERINE?S FLYING CLUB. THE FIRST IDENTIFIED IMPACT POINT WAS LOCATED AT 41 DEGREES 42.004 MINUTES NORTH LATITUDE AND 078 DEGREES 10.884 MINUTES WEST LONGITUDE AT GPS ELEVATION OF 2325 FEET MEAN SEA LEVEL (MSL). THE DEBRIS FIELD WAS APPROXIMATELY 50 YARDS WIDE AND 300 YARDS DEEP IN A SOUTHEASTERLY DIRECTION. THE HEAVILY WOODED TERRAIN CONTINUED SHARPLY DOWNWARD WITH PROGRESSIVE TREE IMPACTS EVIDENT FOR APPROXIMATELY 100 YARDS. THE AIRCRAFT FIRST IMPACTED A TREE TOP AT APPROXIMATELY 65 FEET AGL AT AN APPROXIMATE HEADING OF 140 DEGREES. THE DEBRIS PATH CONTINUED ON THIS APPROXIMATE HEADING. THE RIGHT WING OUTER WING TIP AREA REMAINED IN THE TREE (INITIAL IMPACT) AND A PART OF THE RIGHT AILERON WAS LOCATED FORWARD OF THE IMPACT AREA IN ANOTHER TREE. A LARGE PORTION OF THE LEFT WING WAS LOCATED ON THE GROUND FORWARD AND TO THE LEFT OF THE INITIAL IMPACT AREA. A LARGE PORTION OF THE LEFT AILERON REMAINED ATTACHED TO THE WING. LOCATED NEAR THE INITIAL IMPACT AREA WERE PORTIONS OF THE FLAPS. THE STABILATOR OUTBOARD EDGES FROM THE MANUFACTURING SPLICE WERE LOCATED NEAR BUT FORWARD AND TO THE LEFT OF THE INITIAL IMPACT AREA. THE PROPELLER WAS LOCATED FORWARD AND TO THE LEFT OF THE LEFT WING. THE PROPELLER WAS SEPARATED FROM THE PROPELLER FLANGE. THE PROPELLER?S TIPS WERE SEVERED, AND ON ONE BLADE THERE WAS EVIDENCE OF SEVERE GOUGING ON THE LEADING EDGE. THIS BLADE INDICATED REARWARD RADIUS BENDING. THE OTHER BLADE WAS BENT FORWARD AND HAD A TRAILING EDGE GOUGE. THERE WAS A TREE LYING ON THE GROUND NEARBY THAT INDICATED WHAT APPEARED TO BE PROPELLER STRIKES. FORWARD IN THE DIRECTION OF THE DEBRIS PATH WERE FRACTURED PORTIONS OF THE RIGHT WING, RIGHT WING FUEL TANK, RIGHT WING - WALK WITH DETACHED STEP, LEFT WING FUEL TANK AND A CARGO DOOR. THE FUEL TANKS APPEARED TO INDICATE HYDRAULIC DEFORMATION AND WERE STRUCTURALLY COMPROMISED. THERE WAS NO ODOR OF FUEL. APPROXIMATELY 350 FEET FROM THE INITIAL IMPACT WAS THE EMPENNAGE THAT INCLUDED THE VERTICAL STABILIZER, THE RUDDER AND THE CENTER SECTION OF THE STABILATOR. THE RUDDER PEDAL QUADRANT WAS LOCATED A FEW FEET FORWARD OF THE EMPENNAGE AND WAS FOLDED AROUND THE BASE OF A TREE. CONTROL CABLE CONTINUITY TESTING WAS ACCOMPLISHED BY PIPER AND THE NTSB. AS OF THE WRITING OF THIS REPORT, CONTINUITY WAS INCONCLUSIVE. MOST OF THE PERSONAL BELONGINGS WERE FOUND NEAR THE EMPENNAGE IN THE TREES AND ON THE GROUND IN A 25 FOOT RADIUS. FORWARD AND TO THE LEFT OF THE EMPENNAGE WAS THE CABIN FUSELAGE THAT WAS DEFORMED CIRCUMFERENTIALLY IN A MANNER THAT MADE ITS DIAMETER SMALLER THAN ORIGINAL. THE ENGINE WAS FOUND AT THE END OF THE DEBRIS PATH WHICH WAS APPROXIMATELY 300 YARDS FROM THE INITIAL IMPACT. THE ENGINE WAS MISSING THE ACCESSORIES THAT ARE TYPICALLY MOUNTED ON THE ACCESSORY PAD. THE FORWARD PART OF THE ENGINE CASE WAS CRACKED. DURING THE INVESTIGATION, THE NTSB RECOVERED THE ENGINE FOR FURTHER TESTING. NO TESTING WAS PERFORMED BY THE FAA ON THE ENGINE AT THE SITE DUE TO STEEP TERRAIN FEATURES. METEOROLOGICAL INFORMATION: THE AIRCRAFT ACCIDENT PRELIMINARY NOTICE STATED, ?MODERATE TO EXTREME PRECIPITATION DEPICTED ON MDM?. A SCREENSHOT OF A CELL PHONE WAS PROVIDED TO THE IIC FROM THE NTSB WITH A CELL PHONE MESSAGE FROM ONE OF THE OCCUPANTS OF THE ACCIDENT AIRCRAFT THAT STATED, ?I?M STUCK IN FREEZING RAIN, THIS ISN?T LOOKING GOOD.? (1946) ## NTSB investigation None matched to this report by aircraft and date. Search the NTSB's own records: https://data.ntsb.gov/carol-main-public/basic-search From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.