Piper J3C-65 accident near Sandwich, Illinois, May 15, 2010
On May 15, 2010 at about 11:30 pm local time, a Piper J3C-65, registered N22394, was substantially damaged in an accident during maneuvering near Sandwich, Illinois. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot's delay in using carburetor heat resulting in a partial loss of engine power due to carburetor icing.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 15, 2010 · about 11:30 pm local time
- Place
- Sandwich, Illinois · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper J3C-65 · all J3C-65s on the register
- Registration
- N22394 · registry record · serial 20043
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Approximately 15 minutes after takeoff while maneuvering approximately 100 feet above ground level, the airplane's engine lost partial power or "bogged down." The pilot said that he applied power; however, the engine did not respond. He scanned the engine gauges and no anomalies were noted. He said that he then applied carburetor heat; however, he did not have much time as he was about to land. He elected to perform a forced landing to a wet/muddy field. During the landing, the airplane impacted the terrain and nosed over. Examination of the engine revealed no evidence of preimpact failure or malfunction. The temperature and dew point at the time of the accident were conducive to serious icing at cruise power.
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
- Loss of engine power (partial) during maneuvering defining event
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown)
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on equipment
- Environmental issues › Physical environment › Terrain › Wet/muddy › Contributed to outcome
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea
- Flight time: 393 hours in all; 16 in this make and model; 17 in the last 90 days; 11 in the last 30 days; 327 as pilot in command
- Last flight review: April 16, 2009
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 4,120.9 hours
- Last inspection: annual inspection, May 6, 2009
- Maximum gross weight: 1,220 lb
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor A&C65 SERIES (piston); 0 hours total
The flight
- Departed from: 0C8 Newark IL at 11:15 pm
- Destination: DKB Dekalb IL
- Flight plan: none
Weather at the time
- Light: daylight
- Sky: clear
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 | |||
| Passengers | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN10CA252.