Accident Details
On September 8, 2012, at approximately 1843 central daylight time, a Piper Aircraft Inc. J3C-65 airplane, registration N70108, was substantially damaged when it impacted terrain during initial climb at Shirley Williams Airport (44TE) in Kingsland, Texas. The solo pilot, who was also the registered owner and operator, sustained fatal injuries. The flight was conducted under 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed, and no flight plan was filed.
Witnesses reported that the pilot began the takeoff from the far south end of runway 34. After liftoff about midfield, the airplane climbed slowly in a nose-up attitude with a slow forward speed. The engine was heard operating but did not sound as if it was at full power. The airplane reached an altitude of about 125 feet above ground level before it suddenly rolled to the left and descended in a nearly vertical attitude, impacting terrain on the left side of the runway.
Aircraft Information
The airplane, model J3C-65, serial number 17082, was manufactured by Piper Airplane Corporation in 1946. It was a two-place, high-wing, fabric-covered aircraft with conventional tail-wheel landing gear and no flaps. It was equipped with a Continental model C-85-12F carbureted reciprocating engine (serial number 24867-6-12) driving a modified McCauley model 1B90 CM 7142 fixed-pitch metal alloy propeller.
The airplane had undergone a "Reed Conversion" in 1967 under STC SA811SW, which removed 40.5 inches from each wing's inboard end, reduced the maximum gross weight from 1,220 to 1,100 pounds, and restricted the allowable center of gravity range. Placards in the cockpit warned of the modification and noted that solo flying was permitted only from the rear seat. The aircraft had a 12-gallon fuselage-mounted fuel tank and no wing tanks.
Maintenance records indicated the most recent annual inspection was completed on November 18, 2010, at 2,334 hours total airframe time and 3,280 hours total engine time (1,263 hours since overhaul). The tachometer showed 24.6 hours since that inspection. The most recent fabric recovering was recorded on January 19, 1987.
Pilot Information
The 53-year-old pilot held a Federal Aviation Administration private pilot certificate with ratings in airplane single-engine land and sea. He did not hold an instrument rating. His most recent FAA third-class medical certificate was issued on February 11, 2011, with a requirement to wear corrective lenses. Based on logbook entries, family estimates, and FAA records, the pilot had approximately 254 total flight hours, including about 160 hours in tail-wheel airplanes and approximately 126 hours in the accident airplane. His last logged flight in the accident airplane was on December 26, 2011, and he completed a flight review on August 11, 2011.
Wreckage Examination
The airplane came to rest in a nose-down attitude of about 45 degrees, laterally oriented about 60 degrees to the right of the runway centerline, approximately 2,300 feet north of the takeoff position and 300 feet south of the north runway end. Impact damage was consistent with a right-wing-low, nose-low attitude of about 70 to 80 degrees nose down. The right wing leading edge showed compression damage along about two-thirds of its outboard span.
Control continuity was verified to the aileron and balance cables. Postaccident examination revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The engine exhibited impact damage; the propeller showed signs of rotation during impact. When the crankshaft was rotated manually, compression was established on cylinders 2, 3, and 4, but not on the number 1 cylinder, where the intake valve was found stuck open. Corrosion was observed on the intake valve stem, but it could not be determined whether the valve stuck before or during the accident. No other preaccident defects were found in the engine.
Additional Information
The rear seat restraint system included a removable shoulder harness that was found stowed in a seat-back pocket, not connected to its attach point. Weather at a nearby station (Horseshoe Bay Resort Airport, 10 miles southeast) at 1835 reported wind from 010 degrees at 5 knots, visibility 10 miles, clear skies, temperature 28°C, dew point 4°C, and altimeter 30.03 inches of mercury.