Piper PA-28-161 accident near Wellsville, New York, November 13, 1985
On November 13, 1985 at about 11:30 pm local time, a Piper PA-28-161, registered N1400H, was destroyed in an accident near Wellsville, New York (Wellsville airport). It was an instructional flight under general aviation rules (Part 91). 3 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 13, 1985 · about 11:30 pm local time
- Place
- Wellsville, New York · Wellsville · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28-161 · all PA-28-161s on the register
- Registration
- N1400H · registry record · serial 28-771602
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER DEPARTURE THE PLT MADE 3 PRACTICE ISL APCHS AT BRADFORD REGIONAL ARPT LOCATED 35 MLS AWAY. THE ACFT RETURNED TO WELLSVILLE AND WAS CLEARED FOR RWY LOCALIZER APCH. THE PLT RADIOED WELLSVILLE UNICOM FOR ADVISORIES AND WAS INFORMED THAT A FOG BANK WAS OVER THE APCH END OF RWY 28 WITH A 1/4 MI VISIBILITY. THE PLT ACKNOWLEDGED AND ABOUT 5 MINS LATER A ELT SIGNAL WAS RECEIVED AT THE ARPT. ANOTHER PLT MADE THE APCH ABOUT 30 MINS LATER. ACCORDING TO THE PLT DURING THE APCH HE COULD SEE DIRECTLY BELOW BUT WAS UNABLE TO SEE THE ARPT. HE MADE A MISSED APCH AND LATER LANDED AFTER A 2ND APCH. THE ACFT COLLIDED WITH TREES ABOUT 1/4 MI FROM THE APCH END OF RWY 28. EXAMINATION OF THE ACFT DID NOT DISCLOSE EVIDENCE OF MALFUNCTION. THERE WAS NO EVIDENCE OF PILOTS' PHYSICAL IMPAIRMENT OR INCAPACITATION. FLIGHT TEST DETERMINED SATISFACTORY OPERATION OF THE LOC NAVAIDS.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: instrument airplane; instrument: airplane
- Flight time: 254 in the last 90 days; 3,122 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,102 hours
- Last inspection: 100-hour inspection, August 16, 1985; 70 hours since
- Maximum gross weight: 2,325 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D3G (piston); 0 hours total
The flight
- Departed from: ELZ Wellsville NY at 10:00 pm
- Flight plan: IFR
- Runway 28
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 350° at 7 knots
- Visibility: 2 statute miles
- Sky: overcast at 100 ft; clear
- Temperature: 52°F (11°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 11:55 pm from BFD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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 N1400H 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.