Piper J3C-65 accident near Krum, Texas, July 14, 2010
On July 14, 2010 at about 1:30 am local time, a Piper J3C-65, registered N35645, was substantially damaged in an accident during maneuvering near Krum, Texas. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power in flight due to carburetor icing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 14, 2010 · about 1:30 am local time
- Place
- Krum, Texas · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper J3C-65 · all J3C-65s on the register
- Registration
- N35645 · registry record · serial 6503
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was practicing flight maneuvers near his home field over and around a lake. He reduced the engine's power to idle while performing a descending turn and then attempted to add power to bring the airplane to a level attitude. The engine experienced a total loss of power and the airplane's altitude was too low for the pilot to reach the shoreline. The pilot performed a forced landing into the lake, resulting in substantial damage to the left wing and aileron. The pilot reported no mechanical malfunctions with the airplane and opined that the loss of engine power was due to carburetor icing. A postaccident examination by a Federal Aviation Administration inspector did not reveal any evidence of a preimpact anomaly. A review of a carburetor icing chart located in Special Airworthiness Information Bulletin CE-09-35 revealed that the airplane was operating in an area that was conducive to serious icing at glide 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
- Other weather encounter during maneuvering
- Loss of engine power (total) during maneuvering defining event
- Off-field or emergency landing during emergency descent
- 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
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 341 hours in all; 159 in this make and model; 10 in the last 90 days; 3 in the last 30 days; 274 as pilot in command
- Last flight review: December 19, 2008
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,849 hours
- Last inspection: annual inspection, February 1, 2010; 18 hours since
- Maximum gross weight: 1,220 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65-8 (piston); 0 hours total
The flight
- Departed from: TE58 Bird Dog TX
- Destination: TE58 Bird Dog TX
- Flight plan: none
Weather at the time
- Light: dusk
- Wind: from 160° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 73°F (23°C)
- Altimeter: 29.85 inHg
- Observation at 1:53 am from KDTO, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.