Accident Overview
On August 3, 2022, at approximately 1725 eastern daylight time, a Piper J3C-65, registration N88550, was substantially damaged when it impacted terrain near runway 29 at Cynthiana-Harrison County Airport (0I8) in Cynthiana, Kentucky. The passenger sustained fatal injuries and the private pilot was seriously injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
According to witnesses, the pilot and passenger departed the airport around 1710 for a brief flight. The pilot occupied the aft seat and the passenger the front seat. About ten minutes after departure, witnesses observed a thunderstorm approaching from the south, described as a "wall of rain" visible for several miles. They noted a rapid wind shift accompanied by an increase in wind speed and a rapid drop in air temperature.
Upon returning to the airport, the airplane was observed flying an unusually low traffic pattern. It approached from the north at low altitude, just above the trees, and turned left to join the left downwind leg for runway 29. The engine was heard at full throttle but sounded "warbly" and as if having trouble reaching full power. The airplane then executed a low approach, omitting the base leg and turning directly over the runway numbers. It entered a descending left spin before hitting the ground adjacent to the runway. Witnesses stated that winds were gusty with a crosswind at the time. Heavy rain and wind arrived at the airport almost immediately after the impact.
Weather Conditions
The automated weather observing system (AWOS) at Georgetown-Scott County Regional Airport (27K), located 11 miles southwest of the accident site at an elevation of about 950 ft, reported at 1715: wind from 230° at 7 knots, visibility 10 statute miles or greater, scattered clouds at 4,700 ft and 5,500 ft above ground level, temperature 32°C, dew point 23°C, and altimeter setting 29.98 inches of mercury. At 1735, the AWOS reported wind from 160° at 19 knots with gusts to 25 knots, visibility 10 miles or greater, scattered clouds at 4,500 ft, broken ceiling at 5,500 ft, broken clouds at 7,000 ft, temperature 28°C, dew point 20°C, and altimeter 30.00 inches of mercury.
Weather radar imagery from near Jackson, Kentucky, about 65 miles southeast, showed an area of convective activity approaching the airport from the south-southwest around the accident time. The radar depicted an isolated convective cell that showed decreasing reflectivity as it neared the site, with a large amount of decay identified by the Federal Aviation Administration’s Corridor Integrated Weather System. Concurrently, a new area of +50 dBZ was observed growing immediately to the west of the original cell.
Wreckage and Examination
The wreckage came to rest in grass about 20 ft north of runway 29 at an elevation of 719 ft. The wreckage path was compact and oriented on a magnetic heading of 151°. All major engine and airframe components were accounted for. The fuselage was buckled; the left wing was severely crushed and broken aft. The magnetos switch was set to BOTH, and the fuel selector was in the ON position. The empennage was buckled and bent left; the entire engine assembly was bent upward and canted right, with the left side covered in dirt.
Both wood propeller blades were splintered but remained attached; one blade was shattered to the spinner, and the opposing blade shattered outboard of the erosion strip. Numerous propeller fragments were found within a 40 ft radius, and three-inch-deep rotational scalp marks were present in the grass and dirt at the primary impact site. Red navigation light lens fragments were found on the runway edge, followed by a primary impact crater containing propeller fragments and small pieces. The forward cockpit occupiable space was severely compromised, and no shoulder harnesses were observed.
The fuel tank contained about 5 gallons of aviation fuel and remained intact. Flight control continuity was confirmed for all surfaces. The engine crankshaft rotated freely with no binding, valvetrain continuity was confirmed, thumb compression and suction were present in all cylinders, and both magnetos produced spark. No preimpact mechanical anomalies were discovered that would have precluded normal performance or engine operation.