# NTSB CHI98LA019: Piper J3L-65, N33252, Reeseville, WI, October 18, 1997 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 18, 1997, 17:00 local (22:00 UTC) - Place: Reeseville, WI - Coordinates: 43.299007, -88.839714 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=43.2990&lon=-88.8397&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report January 30, 1998 - Report: Approved by Office Director - NTSB case key (mKey): 10769 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI98LA019 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/10769/pdf - Page: https://openairdocs.org/ntsb/CHI98LA019 ## Probable cause failure of the normal braking system, due to a low level of brake fluid. Factors relating to the accident were: inadequate inspection of the aircraft by other maintenance personnel, the pilot's failure to check the brakes after brake maintenance/inspection, the tailwind, and the location of trees. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Overrun, landing - roll - maintenance,inspection - inadequate, other maintenance personnel (contributing factor) - aircraft preflight - inadequate, pilot in command (contributing factor) - weather condition - tailwind (contributing factor) - landing gear,normal brake system - failure,total (cause) - On ground/water collision with object, landing - roll - object - tree(s) (contributing factor) ## Analysis The pilot said that the winds were from the southwest at 10 knots. He entered the traffic pattern on a left downwind for a northbound landing on his private airstrip. He reported that he landed approximately one-third of the way down the 900' grass strip. During the roll out, he depressed the brake pedals and found both to be ineffective in slowing the airplane. He said that because of trees off the departure end of the runway, a go-around attempt would have been inappropriate. He opted to continue the landing roll, swerving to the left before colliding with trees off the departure end of the runway. Postaccident inspection confirmed that there was no brake engagement at either wheel. Examination of the brake system revealed that the master cylinder reservoir was not full. After adding approximately 1\2 ounce of brake fluid to the cylinder, the brakes engaged. The pilot said that three flights before the accident, the brakes felt 'soft' following a landing. He said that he flew the accident airplane twice after the brakes were tested by a maintenance facility, prior to the accident flight. The pilot stated that he did not recall ever using or testing the brakes at any time during this time. He said that he usually only used the brakes after landing at Reeseville, due to the short landing area. ## Factual narrative On October 18, 1997, at 1700 central daylight time, a Piper J3L-65, NC-33252, operated by a private pilot, was substantially damaged when the airplane overran the runway on landing and struck trees at a private airstrip, near Reeseville, Wisconsin. The pilot reported no injuries. Visual meteorological conditions prevailed at the time of the accident. The personal flight was being conducted under 14 CFR Part 91 and no flight plan was on file. The flight departed Hartford Municipal Airport at 1545 cdt. In an interview, the pilot said that at the time of the accident, the winds were from the southwest at 10 knots. He entered the traffic pattern on a left downwind for a northbound landing on his private airstrip. The pilot reported that he landed approximately one-third of the way down the 900' grass strip. During the roll out, he depressed the brake pedals and found both to be ineffective in slowing the airplane. He said that because of trees off the departure end of the runway, a go-around attempt would have been inappropriate. He opted to continue the landing roll, swerving to the left before colliding with trees off the departure end of the runway. Examination of the wreckage by the Federal Aviation Administration (FAA) and the National Transportation Safety Board (NTSB) revealed substantial damage to the right wing, which had separated from the airframe. The right wing leading edge, approximately four feet outboard of the wing root, revealed chordwise crushing. The brakes pedals were depressed and it was confirmed that there was no brake engagement at either wheel. Examination of the brake system by the FAA revealed that upon removal of the main wheels, the brake expander tubes on both wheels were found to be hardened and stiff. Further investigation revealed that the master cylinder reservoir was not full. After adding approximately 1\2 ounce of brake fluid to the reservoir, the brakes engaged. In November 1996, the airplane underwent its most recent annual inspection. An aircraft log entry dated November 19, 1996, indicates that the brake master cylinders were checked and serviced. The pilot said that three flights prior to the accident, on September 13, 1997, the brakes felt 'soft' following a landing at Hartford Airport. At a Fixed Base Operation (FBO) on the field, the pilot asked the maintenance department to check the brakes. He said that the maintenance facility indicated to him that the brakes were tested, no anomalies were found, and that no work had been done to the airplane. There was no entry made in the aircraft logbook reflecting any service work being done. The pilot said that he flew the accident airplane twice after the brakes were tested by the maintenance facility, prior to the accident flight. The pilot stated that he did not recall ever using or testing the brakes at any time during this time. He said that he usually only uses the brakes after landing at Reeseville, due to the short landing area. ## Aircraft - Registration: [N33252](https://openairdocs.org/aircraft/N33252), registered now, S/N 5927, built 1940 (OpenAirDocs) - Reported make and model: Piper J3L-65 - Registry model: [Piper J3L-65](https://openairdocs.org/model/piper-j3l-65) (registry code 7100546) (OpenAirDocs) - Registry engine: [Continental A&C65 series](https://openairdocs.org/engine/continental-a-c65-series) (registry code 17003, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 5927 - Airframe hours: 3745 - Engines: Continental C-85-8F 85 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Rickey Max Lehr - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 19, 1996, 26 hours before - Departed: HXF, HARTFORD, WI - Destination: RLA - Airport: RLA, Reeseville (Private), runway 36, 900 × 50 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 47; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: rear; flight hours: 920 total, 106 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 225° at 10 knots - Visibility: 20 statute miles - Lowest ceiling: none - Temperature: 55 °F ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19971018031519A](https://openairdocs.org/incident/19971018031519A), Oct 18, 1997: Piper J3L65, Reeseville, WI, Substantial damage. Overran runway landing. Struck tree. (-23) on October 18, 1997, at 1700 CDT a Piper PA-J3-L65, NC33252, collided with trees at the end of the runway after… ## Other investigations on N33252 (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB MKC69F0104](https://openairdocs.org/ntsb/MKC69F0104), Jul 9, 1968: Piper J3L-65 (N33252), Creve Coeur, MO, substantial damage From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- 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.