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Cub2Fly
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Probable Cause Approval Date: 1/22/2009
Aircraft: PIPER J3C-50, registration: N23267
Injuries: 1 Serious.
The pilot of a Piper J3C-50 stated that after completing a preflight inspection, during startup of the airplane, he noticed that the engine was running rough. He made an attempt to clear up the rough-running engine by conducting high-speed taxis. He then decided to fly it in the traffic pattern as a safety check. During takeoff, at an altitude of 50 feet above the runway, the engine stopped producing power. The pilot turned the airplane in an attempt to return to the private landing strip and stalled into terrain. Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed dirt and debris in the fuel lines. Further examination of maintenance records revealed that he airplane's most recent annual inspection was completed about 5 years prior to the accident. Additionally, the airplane was operating on automobile gasoline, and there was no supplemental type certificate issued by the FAA for the accident airplane's use of automobile gasoline.
After reading NTSB narrative of the above accident, three issues stand out. The immediate turn after the engine failure was an obvious mistake too often attempted without success. The second item was the lack of a valid annual inspection. The third was the use of automobile gas without STC approval. With the latter two items FAA has you by the short hairs and in a difficult position to defend. However, an unsuccessful attempt to return to the airport after an engine failure at low altitude may not trigger enforcement action. I would not want to be on the receiving end of FAA's letters in the above investigation. Gary
Aircraft: PIPER J3C-50, registration: N23267
Injuries: 1 Serious.
The pilot of a Piper J3C-50 stated that after completing a preflight inspection, during startup of the airplane, he noticed that the engine was running rough. He made an attempt to clear up the rough-running engine by conducting high-speed taxis. He then decided to fly it in the traffic pattern as a safety check. During takeoff, at an altitude of 50 feet above the runway, the engine stopped producing power. The pilot turned the airplane in an attempt to return to the private landing strip and stalled into terrain. Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed dirt and debris in the fuel lines. Further examination of maintenance records revealed that he airplane's most recent annual inspection was completed about 5 years prior to the accident. Additionally, the airplane was operating on automobile gasoline, and there was no supplemental type certificate issued by the FAA for the accident airplane's use of automobile gasoline.
After reading NTSB narrative of the above accident, three issues stand out. The immediate turn after the engine failure was an obvious mistake too often attempted without success. The second item was the lack of a valid annual inspection. The third was the use of automobile gas without STC approval. With the latter two items FAA has you by the short hairs and in a difficult position to defend. However, an unsuccessful attempt to return to the airport after an engine failure at low altitude may not trigger enforcement action. I would not want to be on the receiving end of FAA's letters in the above investigation. Gary
