# NTSB ERA11LA379: Piper J3C-65, N98550, Egremont, MA, July 5, 2011 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: July 5, 2011, 17:00 local (21:00 UTC) - Place: Egremont, MA - Coordinates: 42.185832, -73.402496 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.1858&lon=-73.4025&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490) - Highest injury: Minor injuries - Injuries: 1 minor, 1 uninjured - Status: Completed, report January 30, 2014 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 81005 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA11LA379 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/81005/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=81005 - Page: https://openairdocs.org/ntsb/ERA11LA379 ## Probable cause A partial loss of engine power due to the No. 4 intake and exhaust valves becoming lodged in the valve guides, which resulted from a lack of use, improper engine storage preparation, and improper return to service from indefinite storage. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine (reciprocating): recip eng cyl section](https://openairdocs.org/ntsb-findings/01058530): Aircraft › Aircraft power plant · Not used/operated (probable cause); cases with it: [Piper J3C-65, 1 case](https://openairdocs.org/ntsb-findings/01058530/cases.md?model=7100510), [All aircraft, 373 cases](https://openairdocs.org/ntsb-findings/01058530/cases.md) - [Engine (reciprocating): recip eng cyl section](https://openairdocs.org/ntsb-findings/01058530): Aircraft › Aircraft power plant · Not serviced/maintained (probable cause); cases with it: [Piper J3C-65, 1 case](https://openairdocs.org/ntsb-findings/01058530/cases.md?model=7100510), [All aircraft, 373 cases](https://openairdocs.org/ntsb-findings/01058530/cases.md) - [Use of equip/info: use of policy/procedure](https://openairdocs.org/ntsb-findings/02063032): Personnel issues › Task performance · Not specified (probable cause); cases with it: [Piper J3C-65, 2 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md?model=7100510), [All aircraft, 191 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md) - [Maintenance](https://openairdocs.org/ntsb-findings/02062000): Personnel issues › Task performance · Not specified (probable cause); cases with it: [Piper J3C-65, 1 case](https://openairdocs.org/ntsb-findings/02062000/cases.md?model=7100510), [All aircraft, 143 cases](https://openairdocs.org/ntsb-findings/02062000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340); cases with it: [Piper J3C-65, 6 cases](https://openairdocs.org/ntsb-events/340/sequence.md?model=7100510), [All aircraft, 820 cases](https://openairdocs.org/ntsb-events/340/sequence.md) - [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342); cases with it: [Piper J3C-65, 10 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=7100510), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Landing: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490) (defining event); cases with it: [Piper J3C-65, 11 cases](https://openairdocs.org/ntsb-events/490/sequence.md?model=7100510), [All aircraft, 1,309 cases](https://openairdocs.org/ntsb-events/490/sequence.md) - [Landing-landing roll: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper J3C-65, 54 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7100510), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that the accident flight was the first flight in the airplane in 6 months. During the initial climb, the engine experienced a partial loss of power. The pilot checked the magnetos and carburetor heat but was unsuccessful in his attempts to regain full engine power. Subsequently, he chose to land the airplane between two houses. A postaccident engine compression test revealed that the Nos. 1 and 4 cylinders had low compression. The No. 1 rocker cover was removed, and the rocker arm was tapped with a mallet, which brought its compression to within normal range. Disassembly of the No. 4 cylinder revealed that it was leaking past the exhaust valve and through the exhaust system. In addition, disassembly revealed a scored intake valve stem and valve guide. The intake valve would not operate and had to be forcefully removed from the valve guide. According to the engine overhaul manual, scored valve stems can cause the engine to produce low power. The pilot did not report performing any of the procedures to return the engine to service from indefinite storage (that is, more than 90 days). Therefore, it is also likely that the engine was never prepared for indefinite storage and, thus, was not stored improperly for the 6 months it was not used before the accident flight. During storage, the No. 4 intake and exhaust valves most likely became lodged in the valve guides, which resulted in a partial loss of engine power and subsequent forced landing to a field. It is likely that, if the engine had been properly stored, the recommended lubrication would have prevented the valves from sticking and scoring and that, if the engine had been properly removed from storage, the scored valves may have been detected and replaced, either of which action could have prevented the accident. ## Factual narrative On July 5, 2011, about 1700 eastern daylight time, a Piper J3C-65, N98550, registered to a private individual, experienced a partial loss of engine power and collided with trees shortly after takeoff from the Walter J. Koladza Airport (GBR), Great Barrington, Massachusetts. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91 with no flight plan filed. Visual meteorological conditions prevailed. The airline transport pilot was not injured and passenger received minor injuries. The flight was originating at the time of the accident. According to the pilot, the accident flight was the first flight in the airplane in 6 months and he performed an extensive engine run up, visually checked the fuel level and quality, noted 7 gallons of fuel prior to takeoff, and did not note any anomalies with the airplane. Then, he performed a "normal" takeoff and about 150 feet above ground level, the engine rpm decreased from takeoff power, around 2200 rpm, to 1700 rpm. The pilot decreased the pitch angle of the airplane and began searching for a place to land. He unsuccessfully attempted to regain full engine power by checking the magnetos and the carburetor heat. In addition, the pilot noted the gauges that indicated the oil pressure and temperature were within "normal" ranges. He elected to land the airplane between two houses. During the landing roll, the airplane subsequently struck underbrush and trees, and then came to rest in trees and foliage. Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed that the airplane came to rest about 3,000 feet from the departure end of runway 29. The fuselage skin was punctured by a tree branch. A fuselage tube was broken at the lower fuselage tubing cluster and the tube was bent aft. The left wing leading edge was impact damaged and dented in several locations. The upper engine cowl and engine baffling was impact damaged. The carburetor was examined and fuel was noted inside the carburetor and there was no debris in the fuel screen. The tachometer located in the cockpit indicated time of 689.6 hours. According to FAA records, the airplane was manufactured in 1946, and most recently registered to an individual in 2010. It was equipped with a Continental Motors C90-8F, 90-horsepower, engine. The most recent annual inspection was performed on December 10, 2010, and at that time it had accumulated 1,776 total hours of flight time and a tachometer time of 689 hours. In addition, the mechanic who performed the annual inspection completed a compression check on the engine cylinders. The compression test results indicated that the cylinders had compression that ranged from 74 to 78. The most recent overhaul of the engine was noted as June 5, 1994, at a tachometer time of 221.5 total hours. A postaccident engine examination revealed that the No. 2 and No. 3 cylinders did not display any anomalies when a compression test was performed. During thecompression test, cylinder No. 1 was leaking out of the exhaust valve through the exhaust system and resulted in a compression ratio of 50/80. The No. 1 rocker cover was removed and the rocker arm was "tapped" with a mallet. A compression test was performed again to the No. 1 cylinder and the compression came up to a ratio of 60/80. The No. 4 cylinder compression test resulted in a compression ratio of 42/80. Disassembly of the No. 4 cylinder revealed that the exhaust valve was leaking out through the exhaust system. In addition, it revealed a scored intake valve and valve guide. The intake valve would not operate and had to be removed from the valve guide with a mallet and drift. According to the engine overhaul manual, in a section labeled "engine troubles and service repair," it indicated that if the engine produced low power, it could be a result of scored valve stems. In addition, the engine overhaul manual stated "obviously even then proper steps must be taken on engines used infrequently to lessen the possibility of corrosion. This is especially true if the aircraft is based near the sea coast or in areas of high humidity and flown less than once a week. In all geographical areas the best method of preventing corrosion of the cylinders and other internal parts of the engine is to fly the aircraft at least once a week long enough to reach normal operating temperatures which will vaporize moisture and other by-products of combustion. Aircraft engine storage recommendations are broken down into the following categories: Flyable Storage (7 to 30 days) Temporary Storage (up to 90 days) Indefinite Storage." Indefinite storage of the engine included a procedure of replacing the engine oil with oil that has anticorrosive properties, installing cylinder dehydrator plugs, sealing all openings in the engine. The process of returning the engine to service after storage included removing the engine seals, removing the cylinder dehydrator plugs, draining the corrosion preventive mixture and reservicing the engine with the recommended lubricating oil. The entire process can be found in the engine manual excerpt in the docket for this case. ## Aircraft - Registration: [N98550](https://openairdocs.org/deregistered/N98550-2020-01-10), registration cancelled 2020-01-10, S/N 18763 (OpenAirDocs) - Reported make and model: PIPER J3C-65 - Registry model: [Piper J3C-65](https://openairdocs.org/model/piper-j3c-65) (registry code 7100510) (OpenAirDocs) - Registry engine: [Continental A&C65 series](https://openairdocs.org/engine/continental-a-c65-series) (registry code 17003, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18763 - Airframe hours: 1776 - Engines: CONT MOTOR A&C65 SERIES 65 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Utility - Last inspection: Annual, December 7, 2010 - Departed: GBR, Great Barringto, MA - Destination: GBR, Great Barringto, MA - Airport: GBR, Walter J. Koladza Airport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 55; injuries: none; flight engineer, commercial, flight instructor, airline transport; airplane ratings: single-engine sea, multi-engine land, single-engine land, multi-engine sea; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review October 24, 2010; seat: front; flight hours: 30,000 total, 400 in this make and model, 25,000 as pilot in command, 225 in the last 90 days, 148 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 300° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 81 °F, dew point 55 °F - Altimeter: 29.93 inHg - Observed at: PSF, 16 nm away ## 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 20110705013859A](https://openairdocs.org/incident/20110705013859A), Jul 5, 2011: Piper J3C-65, Egremont, MA, Substantial damage. On July 5, 2011 at approximately 1748 local, the certificated airline transport pilot took off from runway 29 at the walter j. koladza airport (kgbr) in great… ## Other investigations on N98550 (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 ERA17LA275](https://openairdocs.org/ntsb/ERA17LA275), Aug 13, 2017: Piper J3C (N98550), Salisbury, CT, substantial damage. Probable cause: An improper replacement of the crankshaft by maintenance personnel, which resulted in a failure of the crankshaft gear and total loss of engine power. ## Docket (13 files) The files NTSB released with the investigation on November 22, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=81005. 10.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398727&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Pilot Statement (item 2, .PDF, 216 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398777&FileExtension=.PDF&FileName=Pilot%20Statement-Redacted.PDF - Passenger Statement (item 3, .PDF, 192 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398728&FileExtension=.PDF&FileName=Passenger%20Statement-Redacted.PDF - FAA Inspector Statement (item 4, .PDF, 668 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398776&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Redacted.PDF - Accident Flight Path Image (Google Earth) (item 5, .PDF, 553 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398729&FileExtension=.PDF&FileName=Accident%20Flight%20Path%20Image%20(Google%20Earth)-Master.PDF - Postaccident Engine Compression Test (item 6, .PDF, 366 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398730&FileExtension=.PDF&FileName=Postaccident%20Engine%20Compression%20Test-Master.PDF - Excerpts from Engine Maintenance Log (item 7, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404816&FileExtension=.PDF&FileName=Excerpts%20from%20Engine%20Maintenance%20Log-Redacted.PDF - Excerpt from Engine Overhaul Manual: Troubleshooting (item 8, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398778&FileExtension=.PDF&FileName=Excerpt%20from%20Engine%20Overhaul%20Manual%3A%20Troubleshooting-Master.PDF - Excerpt from Engine Overhaul Manual: Storage Procedures (item 9, .PDF, 92 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404774&FileExtension=.PDF&FileName=Excerpt%20from%20Engine%20Overhaul%20Manual%3A%20Storage%20Procedures-Master.PDF - Photo 1: View of airplane at rest (Courtesy of FAA) (item 10, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398732&FileExtension=.PDF&FileName=Photo%201%3A%20View%20of%20airplane%20at%20rest%20(Courtesy%20of%20FAA)-Master.PDF - Photo 2: View of damaged fuselage (Courtesy of FAA) (item 11, .PDF, 658 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398733&FileExtension=.PDF&FileName=Photo%202%3A%20View%20of%20damaged%20fuselage%20(Courtesy%20of%20FAA)-Master.PDF - Photo 3: View of damaged left wing (Courtesy of FAA) (item 12, .PDF, 434 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398734&FileExtension=.PDF&FileName=Photo%203%3A%20View%20of%20damaged%20left%20wing%20(Courtesy%20of%20FAA)-Master.PDF - Photo 4: View of fuel draining from carburetor (Courtesy of FAA) (item 13, .PDF, 948 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398735&FileExtension=.PDF&FileName=Photo%204%3A%20View%20of%20fuel%20draining%20from%20carburetor%20(Courtesy%20of%20FAA)-Master.PDF 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.