CEN11LA348

According to the pilot, the airplane stopped climbing during the initial climb, and began losing power. The pilot made an off-airport forced landing in a large yard behind a residence. During the landing roll, the airplane struck a fence and several trees, and came to rest upright. No preaccident mechanical malfunctions or failures were found that would have precluded normal operation. The pilot did not report using carburetor heat after engine start, during taxi, or during takeoff. According to a carburetor icing probability chart, an airplane operating in the ambient conditions at the time of the accident could expect a serious risk of carburetor icing while at glide power and a risk of icing at cruise power. Engine operations at low power settings during ground operations are similar to that of operations at glide power, making it likely the carburetor built up icing prior to takeoff. The airplane’s engine most likely experienced carburetor icing which resulted in the loss of engine power.

On May 21, 2011, about 1200 central daylight time, a Piper J3C-65, N55754, was substantially damaged when it impacted terrain at Cypress, Texas. The airplane was owned by a private individual and operated by another private individual. The pilot and pilot rated passenger sustained minor injuries. Visual meteorological conditions prevailed and a flight plan had been not filed for the 14 Code of Federal Regulations Part 91 personal flight. At the time of the accident the airplane was departing Dry Creek Airport (TS07), Cypress, Texas, for a flight to Sport Flyers Airport (27XS), Brookshire, Texas. According to statements from both occupants the airplane stopped climbing during the initial climb, and began losing power and descending. The pilot made an off-airport forced landing in a large yard behind a residence. During the landing roll-out the airplane struck a fence and several trees, and came to rest upright. There was a significant fuel spill, but no postimpact fire. The impacts partially separated the left wing and damaged the engine, mounts, forward fuselage, empennage, and both wings. An examination of the airplane showed no preimpact anomalies with the engine. The pilot did not report using carburetor heat after engine start, during taxi, or during take-off. According to a carburetor icing probability chart, an airplane operating in the ambient conditions at the time of the accident could expect a serious risk of carburetor icing while at glide power and a risk of icing at cruise power.