# NTSB ERA14FA455: Piper J3C-65, N95480, Fort Gaines, GA, September 16, 2014 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: September 16, 2014, 11:40 local (15:40 UTC) - Place: Fort Gaines, GA - Coordinates: 31.555555, -85.04972 - Nearby events: https://openairdocs.org/map.md?lat=31.5556&lon=-85.0497&mi=10 - Phase of flight: [Unknown](https://openairdocs.org/ntsb-phases/990) (OpenAirDocs' grouping) - Defining event: [Unknown: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report June 18, 2015 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: Continental Motors Inc., FAA/FSDO - NTSB case key (mKey): 90149 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA14FA455 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/90149/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=90149 - Page: https://openairdocs.org/ntsb/ERA14FA455 ## Probable cause The pilot’s failure to maintain airplane control during flight, which resulted in a collision with a river. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters](https://openairdocs.org/ntsb-findings/01062000): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper J3C-65, 3 cases](https://openairdocs.org/ntsb-findings/01062000/cases.md?model=7100510), [All aircraft, 1,269 cases](https://openairdocs.org/ntsb-findings/01062000/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper J3C-65, 43 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=7100510), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Unknown: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Piper J3C-65, 21 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=7100510), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Uncontrolled descent: 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/owner and a pilot-rated passenger were on the first leg of a short, cross-country flight and did not arrive at their destination. A search was initiated, and the wreckage was located a week later in a remote area of a river in about 10 to 15 ft of water. No witnesses to the accident were located. The pilot was found at the rear seat position, and the passenger was found still buckled into the front seat. All major structural components of the airplane were accounted for at the accident site, and flight control continuity was confirmed to the cockpit controls. The engine was removed from the airframe and disassembled; it did not reveal any abnormalities that would have prevented normal operation. The cork-and-rod fuel quantity indicator was bent over and captured in the "empty" position; however, the fuel tank was breached, and the airplane was partially inverted in the water. Automated fueling records revealed that the pilot twice attempted to purchase fuel before the flight but only obtained 0.173 gallon. It could not be determined if the pilot obtained additional fuel from another source. The width of the river provided adequate room for a forced landing; however, the damage to the airframe and the occupants' injuries were consistent with an out-of-control condition at the time of impact. ## Factual narrative The airplane was a Piper model J3C-65 that was manufactured in 1942. It was powered by a Continental A75-8F engine, rated at 65 horsepower and was equipped with a Sensenich wooden, fixed-pitch propeller. An examination of available maintenance records revealed that an annual inspection was performed on the airframe and engine on August 9, 2014. The airframe total time at the annual inspection was 2,698 hours. FAA registration records indicated that the pilot purchased the airplane on September 1, 2010. On September 16, 2014, about 1140 eastern daylight time (EDT), a Piper J3C-65, N95480, collided with the Chattahoochee River near Fort Gaines, Georgia. The airline transport pilot and pilot-rated passenger were fatally injured and the airplane was substantially damaged. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day, visual meteorological conditions prevailed for the flight, and no flight plan was filed. The flight originated from Headland Municipal Airport (0J6), Headland, Alabama about 1000 central daylight time (CDT) and was destined for Weedon Field (EUF), Eufaula, Alabama. There were no known witnesses to the accident. The airplane was not equipped with a transponder and no radar or GPS data was found. After the flight did not arrive at its destination, a search and rescue operation was initiated. The wreckage was located on September 23, 2014, in a remote area of the Chattahoochee River in about 10 to 15 feet of water. The wreckage was recovered on September 24, 2014. A postmortem examination of the pilot was performed at the Central Regional Lab of the Division of Forensic Sciences, Georgia Bureau of Investigation on September 26, 2015. The autopsy report noted the cause of death as "multiple blunt force trauma in conjunction with asphyxia due to drowning" and the manner of death was "accident." Forensic toxicology testing of the pilot was performed on specimens of the pilot by the Federal Aviation Administration (FAA) Bioaeronautical Sciences Research Laboratory (CAMI), Oklahoma City, Oklahoma. The CAMI toxicology report indicated 60 mg/dL ethanol in the liver, and 48 mg/dL ethanol in the muscle. N-propanol was detected in the liver. Testing for cyanide and carbon monoxide was not performed. Rosuvastatin (Crestor®) was detected in the liver and muscle. Given the advanced stage of decomposition of the specimens, the ethanol found was likely from sources other than ingestion. The pilot reported the use of esomeprazole (Nexium®) on his most recent first class medical certificate application. Nexium is a proton pump inhibitor medication that decreases the amount of acid produced in the stomach. It is available by prescription or over-the-counter. The Crestor found in the toxicology results was not reported to the FAA by the pilot. Crestor is a prescription medication used to reduce blood cholesterol levels. A postmortem examination of thepilot-rated passenger was performed at the Central Regional Lab of the Division of Forensic Sciences, Georgia Bureau of Investigation on September 26, 2015. The autopsy report noted the cause of death as "multiple blunt force trauma" and the manner of death was "accident." Forensic toxicology testing of the pilot was performed on specimens of the pilot-rated passenger by the Federal Aviation Administration (FAA) Bioaeronautical Sciences Research Laboratory (CAMI), Oklahoma City, Oklahoma. The CAMI toxicology report indicated 81 mg/dL ethanol in the liver, and 134 mg/dL ethanol in the muscle. N-propanol and N-butanol was detected in the muscle and liver. Testing for cyanide and carbon monoxide was not performed. Desmethylsertraline, diphenhydramine, and sertraline were detected in the liver and muscle. Sertraline (Zoloft®) is a prescription antidepressant used for a variety of conditions including depression, obsessive-compulsive disorder, panic attacks, posttraumatic stress disorder and social anxiety disorder. Desmethylsertraline is a metabolite of sertraline. Diphenhydramine is an over-the-counter antihistamine used to treat allergic conditions and as a sleep aid. It is available in several generic of brand name products such as Benadryl®, Sominex®, Advil PM®, Hydramine®, etc. The 1135 EDT surface weather observation for Blakely, Georgia (BIJ), located about 12 miles southeast of the accident site, included broken clouds at 1,800 feet agl, overcast clouds at 2,200 feet agl, wind from 200 degrees at 4 knots, visibility 10 statute miles or greater. The 1037 CDT (1137 EDT) surface weather observation for Eufaula, Alabama (EUF), located about 21 miles northwest of the accident site, included scattered clouds at 1,400 feet agl, broken clouds at 2,100 feet agl, wind variable at 4 knots, visibility 10 statute miles or greater, and altimeter setting 30.06 inches of mercury. The pilot, age 44, held an airline transport pilot (ATP) certificate with ratings for airplane single engine land, airplane multi-engine land, airplane single engine sea, rotorcraft-helicopter, and instrument helicopter. He was also a flight instructor with airplane single and multiengine, rotorcraft-helicopter, instrument airplane instrument-helicopter ratings. He reported a total flight experience of 5,700 hours, including 200 hours during the last six months, on his class 1 medical certificate application, dated July 23, 2014. The medical certificate was unrestricted. The pilot-rated passenger, age 43, held an ATP certificate with airplane multiengine land, airplane single engine land, rotorcraft-helicopter, and instrument helicopter ratings. He did not possess a current or previous FAA medical certificate. He reported 1,600 hours total flight time, including 900 hours in airplanes, on his most recent FAA rating (ATP) application, dated February 18, 2012. First responders noted that the lap belts for the pilot and pilot-rated passengers were still connected; however, theshoulder harnesses for both seats were not connected and were not damaged. The pilot was found at the rear cockpit seat position and the passenger was found in the front seat. The pilot was most of the way out of the aircraft, but one of his feet was still lodged inside the aircraft. Fueling History According to fueling records provided by the airport manager at 0J6, the pilot attempted to purchase 100LL aviation fuel on the morning of the accident at 0719 CDT and again at 0724 CDT, using two different credit cards. The two transactions totaled 0.173 gallons. The reason that the pilot could not purchase more fuel was not determined. A similar occurrence was recorded two days earlier, also at 0J6. The pilot purchased a total of 0.182 gallons of 100LL with two credit card transactions. It was not determined if the pilot was able to obtain fuel from another source. An initial examination of the wreckage at the recovery site revealed that all major structural components of the airframe and engine were accounted for. The left and right main landing gear, including the wheels and tires, were found by local residents in the river, downstream from the accident site. Flight control continuity was confirmed from the ailerons, elevator, and rudder to the cockpit controls. Both wings remained intact and partially connected the fuselage. The right wing exhibited crushing signatures beginning at the leading edge and continuing in the aft direction. The empennage was generally intact. The engine remained attached to the firewall. Both propeller blade tips were broken free and the remaining blade roots were splintered due to impact forces. The wreckage was moved to a storage facility at Griffin, Georgia and was examined by the investigation team on September 26, 2014. The fuel tank was ruptured at a lower seam weld joint from impact forces. The fuel cap was in place and secure. The fuel quantity indicator, consisting on a sliding rod and cork assembly, indicated empty, and the pipe that held the indicator rod was bent over about 90 degrees. The fuel strainer was broken open and the bowl was missing. The cockpit-mounted fuel lever was in the "on" position. The engine throttle was found in the mid-range position. The engine was intact and attached to the firewall. The top spark plugs and rocker covers were removed and the crankshaft was rotated by manually turning the propeller. Continuity was confirmed to all cylinders and to the rear accessory drives. Compression and suction were confirmed on all cylinders. The numbers 2 and 4 spark plugs were broken in half. The electrodes of all plugs exhibited dark deposits and normal wear when compared to a Champion inspection chart. The oil screen was free of metallic particles. The left and right magnetos were removed and found to be saturated with water. The units were opened and an attempt was made to dry them with a hair dryer. After re-assembly, three of the four leads on the left magneto produced a spark whenrotated. No spark could be observed on the right magneto. The carburetor was partially broken away from the engine. The bowl was full of water. No fuel was present. The fuel screen contained a small amount of particulate debris. The unit was disassembled and the float and needle valve were in place and free to move. The needle valve seat was clean. The cylinders were removed and engine was disassembled. No anomalies were noted with the cylinders, valves, pushrods, and pistons; power train continuity was confirmed and all components indicated normal operating signatures. All bearings were coated with oil. The engine case, crankshaft, camshaft and bearings were normal in appearance. The inspection of the engine did not reveal any abnormalities that would have prevented normal operation or production of rated horsepower. Internal continuity of the engine was confirmed. ## Aircraft - Registration: [N95480](https://openairdocs.org/deregistered/N95480-2018-03-15), registration cancelled 2018-03-15, S/N 8403, built 1942 (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 A75-8F](https://openairdocs.org/engine/continental-a75-8f) (registry code 17140, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 8403 - Year built: 1942 - Airframe hours: 2698 - Engines: CONT MOTOR A75-8F 65 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Haase Steven A - Registered owner: Haase Steven A - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 9, 2014 - Departed: 0J6, Headland, AL - Destination: EUF, Eufaula, AL ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 44; injuries: fatal; military, airline transport, flight instructor, commercial; airplane ratings: single-engine sea, multi-engine land, single-engine land; instrument ratings: helicopter, airplane; medical: class 1, without waivers/limitations; last flight review February 14, 2013; seat: rear; restraint: lap only; toxicology performed; flight hours: 5,700 total - Pilot-rated passenger; age 42; injuries: fatal; commercial, military, airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane, helicopter; seat: front; restraint: lap only; toxicology performed; flight hours: 1,600 total ## Weather - Conditions: Visual (VMC), Day - Wind: 200° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: 1,800 ft broken - Temperature: 82 °F, dew point 75 °F - Observed at: BIJ, 12 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 20140916018759A](https://openairdocs.org/incident/20140916018759A), Sep 16, 2014: Piper J3C-65, Ft Gaines, GA, Substantial damage, 2 fatal. Pilot and passenger took off from headland airport, al (0J6) enroute to eufaula airport, al (F08). Aircraft was flying in VFR conditions. Aircraft was reported… ## Docket (31 files) The files NTSB released with the investigation on June 3, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=90149. 31.4 MB in all. - FAA Inspector Statement (item 1, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427359&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Redacted.PDF - Continental Motors Field Inspection Report w/photos (item 2, .PDF, 7.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427360&FileExtension=.PDF&FileName=Continental%20Motors%20Field%20Inspection%20Report%20w%2Fphotos-Redacted.PDF - Excerpts – Airframe and Engine Logbooks (item 3, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427361&FileExtension=.PDF&FileName=Excerpts%20%E2%80%93%20Airframe%20and%20Engine%20Logbooks-Redacted.PDF - Military Flight Training Records - Haase (item 4, .PDF, 368 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427362&FileExtension=.PDF&FileName=Military%20Flight%20Training%20Records%20-%20Haase-Redacted.PDF - Fuel Records (item 5, .PDF, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427363&FileExtension=.PDF&FileName=Fuel%20Records-Master.PDF - Weather Products (item 6, .PDF, 207 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427364&FileExtension=.PDF&FileName=Weather%20Products-Master.PDF - Toxicology Report – Haase (item 7, .PDF, 137 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427365&FileExtension=.PDF&FileName=Toxicology%20Report%20%E2%80%93%20Haase-Master.PDF - Toxicology Report – Marlow (item 8, .PDF, 173 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427366&FileExtension=.PDF&FileName=Toxicology%20Report%20%E2%80%93%20Marlow-Master.PDF - Release of Wreckage NTSB Form 6120.15 (item 9, .PDF, 165 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427367&FileExtension=.PDF&FileName=Release%20of%20Wreckage%20NTSB%20Form%206120.15-Redacted.PDF - Certification of Party Representative (item 10, .PDF, 186 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427368&FileExtension=.PDF&FileName=Certification%20of%20Party%20Representative-Redacted.PDF - Photo 1 – Accident Site (item 11, .PDF, 997 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427371&FileExtension=.PDF&FileName=Photo%201%20%E2%80%93%20Accident%20Site-Master.PDF - Photo 2 – Main Wreckage, After Recovery (item 12, .PDF, 868 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427372&FileExtension=.PDF&FileName=Photo%202%20%E2%80%93%20Main%20Wreckage,%20After%20Recovery-Master.PDF - Photo 3 – Engine and Propeller, After Recovery (item 13, .PDF, 819 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427373&FileExtension=.PDF&FileName=Photo%203%20%E2%80%93%20Engine%20and%20Propeller,%20After%20Recovery-Master.PDF - Photo 4 – Cockpit (item 14, .PDF, 862 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427374&FileExtension=.PDF&FileName=Photo%204%20%E2%80%93%20Cockpit-Master.PDF - Photo 5 – Left Wing, Lower Side (item 15, .PDF, 855 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427375&FileExtension=.PDF&FileName=Photo%205%20%E2%80%93%20Left%20Wing,%20Lower%20Side-Master.PDF - Photo 6 – Left Wing, Upper Side (item 16, .PDF, 812 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427376&FileExtension=.PDF&FileName=Photo%206%20%E2%80%93%20Left%20Wing,%20Upper%20Side-Master.PDF - Photo 7 – Right Wing, Lower Side (item 17, .PDF, 896 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427377&FileExtension=.PDF&FileName=Photo%207%20%E2%80%93%20Right%20Wing,%20Lower%20Side-Master.PDF - Photo 8 – Right Wing, Upper Side (item 18, .PDF, 879 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427378&FileExtension=.PDF&FileName=Photo%208%20%E2%80%93%20Right%20Wing,%20Upper%20Side-Master.PDF - Photo 9 – Empennage (item 19, .PDF, 844 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427379&FileExtension=.PDF&FileName=Photo%209%20%E2%80%93%20Empennage-Master.PDF - Photo 10 – Empennage (item 20, .PDF, 893 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427380&FileExtension=.PDF&FileName=Photo%2010%20%E2%80%93%20Empennage-Master.PDF - Photo 11 – Fuel Cap (item 21, .PDF, 809 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427381&FileExtension=.PDF&FileName=Photo%2011%20%E2%80%93%20Fuel%20Cap-Master.PDF - Photo 12 – Fuel Cap and Fuel Level Indicator (item 22, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427382&FileExtension=.PDF&FileName=Photo%2012%20%E2%80%93%20Fuel%20Cap%20and%20Fuel%20Level%20Indicator-Master.PDF - Photo 13 – Breach in Fuel Tank (item 23, .PDF, 946 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427383&FileExtension=.PDF&FileName=Photo%2013%20%E2%80%93%20Breach%20in%20Fuel%20Tank-Master.PDF - Photo 14 – Throttle (item 24, .PDF, 840 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427384&FileExtension=.PDF&FileName=Photo%2014%20%E2%80%93%20Throttle-Master.PDF - Photo 15 – Spark Plugs (item 25, .PDF, 869 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427385&FileExtension=.PDF&FileName=Photo%2015%20%E2%80%93%20Spark%20Plugs-Master.PDF - Photo 16 - Carburetor (item 26, .PDF, 953 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427386&FileExtension=.PDF&FileName=Photo%2016%20-%20Carburetor-Master.PDF - Photo 17 – Magnetos (item 27, .PDF, 893 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427387&FileExtension=.PDF&FileName=Photo%2017%20%E2%80%93%20Magnetos-Master.PDF - Photo 18 – Engine Oil Screen (item 28, .PDF, 637 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427388&FileExtension=.PDF&FileName=Photo%2018%20%E2%80%93%20Engine%20Oil%20Screen-Master.PDF - Photo 19 – Engine Case and Bearings After Disassembly (item 29, .PDF, 952 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427389&FileExtension=.PDF&FileName=Photo%2019%20%E2%80%93%20Engine%20Case%20and%20Bearings%20After%20Disassembly-Master.PDF - Photo 20 – Crankshaft (item 30, .PDF, 908 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427390&FileExtension=.PDF&FileName=Photo%2020%20%E2%80%93%20Crankshaft-Master.PDF - Photo 21 – Camshaft (item 31, .PDF, 870 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40427391&FileExtension=.PDF&FileName=Photo%2021%20%E2%80%93%20Camshaft-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.