Accident Overview
On May 22, 2014, at approximately 1330 central daylight time, a Piper J3C-65 (registration N46777) was substantially damaged during a forced landing shortly after takeoff from Hopkinsville-Christian County Airport (HVC), Hopkinsville, Kentucky. The private pilot sustained serious injuries, and the passenger sustained minor injuries. The aircraft was operated by a private individual under 14 CFR Part 91 for a personal local flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight had originated about one minute earlier.
Pilot's Account
The pilot stated that the purpose of the flight was to take his son for a local flight. He conducted a detailed preflight inspection, including checking the fuel tank and fuel strainer for contaminants; no sediment or water was detected. The aircraft had 10 gallons of 100LL fuel. After engine start, the airplane was taxied to runway 26, where an engine run-up was performed. No issues were identified during the run-up; the left magneto drop was 50 rpm and the right magneto drop was 150 rpm. The carburetor heat was also checked, and the engine ran up fine.
After the run-up, the pilot announced his departure on UNICOM. With a wind 30 degrees to the right of the nose at 5 to 8 knots, he applied takeoff power, and the airplane became airborne in about the usual time, climbing at 40 to 50 mph. About 10 to 15 seconds later, when the airplane was approximately 100 feet above ground level and about a quarter of the runway remained, the engine was not developing full power; the tachometer indicated 1,900 rpm. The engine was not missing but lacked power. The pilot verified the throttle was full forward, mixture full rich, and carburetor heat off. With only enough power to maintain altitude, he initiated a shallow turn to land on a taxiway but lost altitude and abandoned that plan. He flew through a gap in a tree line and turned to land on the Edward T. Breathitt Pennyrile Parkway, reporting no traffic. He maneuvered to avoid a light pole, but during the forced landing, the right wing struck a tree, pulling the airplane to the right over a guardrail. The pilot was thrown into the instrument panel and knocked unconscious; his son, who remained conscious, turned off the fuel shutoff valve due to fuel leakage and pulled the pilot from the wreckage. The pilot confirmed this was the first flight of the day; the engine did not react like it had ingested water (no spitting or sputtering). He had flown 20 to 25 hours since the last annual inspection in September 2013, with no prior engine issues.
Post-Accident Inspection
An FAA airworthiness inspector examined the recovered aircraft. Airframe damage included the firewall and fuselage structure aft of the landing gear. The engine, a Continental A-75-8, was removed for inspection. No obstructions were found in the air induction or exhaust systems. The carburetor bowl contained fuel, the accelerator pump worked satisfactorily, and the inlet screen was clean. Crankshaft, camshaft, and valve train continuity was confirmed during hand rotation of the propeller. Suction and compression were noted in all cylinders. During removal of the top spark plugs for compression testing, the plugs were found to be snug but not torqued properly, and several gaskets were missing. Spark plugs were tested at 80 psi: the top and bottom plugs of cylinders 1, 2, and 3 tested satisfactory; however, the top and bottom plugs of the No. 4 cylinder tested weak and had no spark, respectively. Additionally, the ceramic of one of the No. 2 cylinder plugs was chipped in several places.
Maintenance and Configuration Records
A review of maintenance records showed the engine was overhauled and converted in November 1967 from a Continental A-65-8 to a Continental A-75-8; the logbook entry does not specify the approving authority. The airplane was equipped with a McCauley 1A100 CM7147 fixed-pitch propeller. Supplemental Type Certificate (STC) SA00270BO authorizes installation of a Continental A-75-8 engine with a McCauley 1A90 or 1B90 propeller. The FAA Boston Aircraft Certification Office (Boston ACO) stated there is no approved paperwork for the combination of an A-75-8 engine and a McCauley 1A100 propeller.
The airplane owner's manual for a J3C-65 indicates the magneto drop should not exceed 75 rpm. A review of FAA Special Airworthiness Information Bulletin (SAIB) on carburetor icing prevention indicated that based on the temperature (86°F) and dew point (72°F) at a nearby facility, conditions were favorable for serious icing at glide power.
Probable Cause
The source does not state a probable cause for the accident.