Piper J3C-65 accident near White Bear Lake, Minnesota, April 20, 2010
On April 20, 2010 at about 9:01 pm local time, a Piper J3C-65, registered N87792, was substantially damaged in an accident during initial climb near White Bear Lake, Minnesota (Benson Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power during takeoff due to fuel contamination as a result of the pilot's inadequate preflight inspection.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 20, 2010 · about 9:01 pm local time
- Place
- White Bear Lake, Minnesota · Benson Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper J3C-65 · all J3C-65s on the register
- Registration
- N87792 · registry record · serial 15450
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he conducted a normal preflight, run-up, and takeoff. The engine stopped during the takeoff climb, about 150–200 feet above ground level. The pilot restarted the engine 3–4 times, but the engine was producing less power each time. The engine stopped and the pilot executed a forced landing to a field with trees in it. The airplane sustained substantial damage on impact with trees and terrain. Postaccident inspection of the airplane’s fuel system revealed that the fuel line between the fuel sump (strainer) and the carburetor was full of water. The inspection of the airplane revealed no other anomalies.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Fuel contamination during initial climb defining event
- Loss of engine power (total) during initial climb
- Off-field or emergency landing during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft systems › Fuel system › (general) › Inadequate inspection
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid condition
- cause Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Contributed to outcome
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 20,000 hours in all; 400 in this make and model; 2 in the last 90 days; 1 in the last 30 days
- Medical certificate: Class 3
The aircraft
- Landing gear: fixed
- Engine: Continental C85F (piston); 0 hours total
The flight
- Departed from: 6MN9 White Bear Lake MN at 8:00 pm
- Destination: 21D Lake Elmo MN
- Flight plan: none
- Runway 30, 2,200 ft by 100 ft
Weather at the time
- Light: daylight
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.