Piper PA-32 accident near Honsdale, Pennsylvania, October 16, 1995
On October 16, 1995 at about 3:30 pm local time, a Piper PA-32, registered N39964, was substantially damaged in an accident near Honsdale, Pennsylvania (Cherry Ridge airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper evaluation of the weather briefing, and his decision to fly into known forecasted moderate to severe icing conditions. Factors in the accident were the adverse weather conditions encountered during the flight and landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 16, 1995 · about 3:30 pm local time
- Place
- Honsdale, Pennsylvania · Cherry Ridge · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32 · all PA-32s on the register
- Registration
- N39964 · registry record · serial 32R-7885245
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot obtained a weather briefing and filed an IFR flight plan with an Automated Flight Service Station (AFSS). After takeoff, he climbed to his cruising altitude of 8,000 feet, which was above the clouds. En route he encountered strong headwinds, and requested a descent to 6,000 feet. ATC issued the pilot an initial descent to 7,000 feet. During the descent, he encountered severe turbulence and icing. After descending below the clouds, the pilot could not maintain altitude and made a forced landing downwind to a nearby airport. During landing, the airplane was blown off of the runway into the runway lights. The reported winds were 250 degrees at 14 knots gusting to 24 knots. During the weather briefing with the AFSS, the pilot was issued an AIRMET for light to moderate mixed/rime icing, in the clouds and precipitation, from the freezing level to 10,000 feet, and isolated severe icing in the clouds. He was given the freezing level along his route to be between 2,000 and 4,000 feet. The briefer also gave the pilot the forecast for 'strong westerly winds,' which included winds at 9,000 feet, from 280 degrees at 38 knots. The airplane was not equipped with anti-icing, or deicing equipment, except for a heated pitot tube.
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: 1,271 hours in all; 785 in this make and model; 56 in the last 90 days; 13 in the last 30 days; 1,129 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, April 1, 1995
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5D (piston); 0 hours total
The flight
- Departed from: BDL Windsor Locks CT at 2:30 pm
- Destination: CMH Columbus OH
- Flight plan: IFR
- Runway 17, 2,420 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 250° at 14 knots, gusting 24
- Visibility: 20 statute miles
- Sky: broken clouds at 8,000 ft; scat at 6,000 ft
- Temperature: 52°F (11°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 7:50 pm from AVP, 22 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.