History of Flight
On May 24, 2017, about 1830 central daylight time, a Piper J3C-65 airplane, registration N35132, crashed into the Red Cedar River approximately 3.5 miles southwest of Chetek, Wisconsin. The pilot was fatally injured, and the passenger sustained serious injuries. The airplane, which was registered to a family partnership, sustained substantial damage. The flight was conducted under 14 CFR Part 91 as a local personal flight, departing a private airstrip near Chetek about 1800. Visual meteorological conditions prevailed, and no flight plan was filed.
The passenger reported meeting the pilot at the airstrip around 1750. The pilot was pulling the airplane from the hangar. The passenger sat in the front seat, and the pilot helped secure his lap belt before taking the rear seat. After takeoff, they flew over a house and then toward a pond where friends were fishing. They waved at the friends, and the pilot said they would go around again. The airplane began a turn and then descended straight down. The passenger did not recall hearing any abnormal engine noises. Just before impact, the pilot said, "This isn't good."
Two witnesses fishing on the pond reported the airplane flew overhead to the north. One witness noted the door was open and the occupants were waving, and the engine rpms sounded low but smooth. The airplane turned right, and both witnesses heard a "pop" from the engine, which they characterized as a backfire. After the pop, the airplane descended out of sight below the tree line, and they heard the crash. Two other witnesses saw the airplane flying north about 60 to 80 feet above the trees, then it climbed to the east before going straight down. They did not report abnormal engine noises.
Personnel Information
The pilot held a FAA third-class airman medical certificate issued December 27, 2015, without limitations. At that time, he reported no chronic medical conditions or medication use. The pilot's logbook showed 14 flights between March 25, 2017, and May 7, 2017, with six flights in a Cessna 172 (including the last three) and eight in the accident airplane. His total logged flight time was 177.8 hours, with 17.1 hours in the same make and model.
Aircraft Information
The airplane, a Piper J3C-65 (serial number 6144), was manufactured in 1941 and held a standard airworthiness certificate. It was powered by a Continental C85-12F engine rated at 85 horsepower at 2,575 rpm, equipped with a McCauley 2-blade propeller. The airplane had tandem seats and dual flight controls. When a passenger was present, the pilot typically flew from the rear seat.
The airplane was maintained under an annual inspection program. An annual inspection was completed on May 15, 2016, at an unknown airframe total time and tachometer time of 205.22 hours. The airplane flew about 40.54 hours between that inspection and the accident.
Restraint systems: The airplane was equipped with four-point restraints (lap belts and shoulder harnesses) for both seats, manufactured by Hooker Custom Harness, Inc., dated August 4, 2015. The pilot's father, a member of the ownership partnership, stated he replaced the shoulder harnesses in June 2016, but no logbook entry or supplemental type certificate (STC) was found. Hooker Custom Harness stated they do not sell an STC for the Piper J3. No logbook entries or FAA paperwork documented the shoulder harness installation. The airplane was rebuilt in 2013, and the father recalled ordering F Atlee Dodge fittings for the shoulder harness, but F Atlee Dodge does not sell an STC for this model. FAA Policy Statement ACE-00-23.561-01 outlines approval methods for retrofit shoulder harness installations: STC, field approval, or minor change, all requiring a logbook entry and, for STCs and field approvals, an FAA Form 337.
Meteorological Information
According to a sun position calculator, at the accident time, the sun was at an azimuth of 280° and inclination of 21° above the horizon.
Wreckage and Impact Information
The accident site was in the Red Cedar River at about 1,040 ft mean sea level. The airplane impacted on a magnetic heading of about 200°. The main wreckage included the fuselage, both wings, empennage, and engine/propeller assembly. The right wing remained partially attached; the aft spar separated due to overload. The left wing also remained partially attached with similar separation. Both wings exhibited accordion crushing and fabric tearing. Control cables were continuous. The empennage showed minor wrinkling at the vertical stabilizer base; control continuity was established except for elevator push tube separation due to overload.
The nose and forward fuselage crushed at about a 45° angle. The instrument panel showed impact damage. The ELT was in the "off" position. The front seat remained attached; the lower seat cushion was missing. The front lap belt was latched, but the shoulder harnesses were not latched and were wrapped around structural tubing. The front seat back was bent forward 45°. The forward fuselage floor was crushed up and aft 7-10 inches. The right side of the front lap belt was knotted to a wire bracket; the left side was not secured and showed creasing consistent with previous knotting. The rear seat remained attached; the lap belt was latched but shoulder harnesses were not latched. The right rear lap belt was connected via a wire bracket; the left bracket was fractured, leaving that side unsecured. The engine remained attached with bent mounts and wrinkled firewall. Magneto P-leads were damaged. The engine rotated by hand, continuity was established, and tactile compression was noted. The carburetor separated and was impact damaged. Propeller blade A was unremarkable; blade B was bowed aft with scoring.
Medical and Pathological Information
An autopsy performed on the pilot listed the pathologic diagnosis as "fresh water drowning secondary to aircraft accident" and blunt force trauma to the head including facial lacerations and abrasions, which likely led to loss of consciousness. Toxicological tests conducted by the FAA were negative for all substances. The passenger was hospitalized for 22 days with injuries including a broken left ankle, broken lower spine, multiple facial fractures, collapsed lung, and concussion.
Survival Aspects
The passenger reported he was not wearing a shoulder harness and did not recall seeing one in the airplane. A Snap Chat video taken by the passenger during the flight showed him not wearing a shoulder harness; the pilot's harness use was unclear due to his hooded sweatshirt. After impact, the passenger could not feel his seatbelt but did not release it. He managed to surface and swim to the riverbank. The pilot was ejected from the airplane and found face down in the water. The pilot's father stated that using shoulder harnesses from the rear seat was often cumbersome and that he and the accident pilot had a habit of not using them. The rear shoulder harness was mounted to the ceiling aft of the pilot's head; the front harness was mounted directly above the front seat and could impair the rear-seat pilot's vision.
Tests and Research
The left mounting wire bracket for the aft lap belt was examined by the NTSB Materials Laboratory. The wire was consistent with the original Piper design. No logbook entries indicated bracket replacement. A portion of the bracket separated and was not recovered. One fracture surface showed overload; the other showed features consistent with rubbing and overload.