Piper / Laudeman J3C 65 accident near Palmyra, Wisconsin, November 26, 2017
On November 26, 2017 at about 8:30 pm local time, a 1945 Piper / Laudeman J3C 65, registered N11188, was substantially damaged in an accident during approach (VFR pattern downwind) near Palmyra, Wisconsin (Palmyra Muni airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s inadvertent pulling of the fuel shutoff valve, which resulted in a total loss of engine power and a subsequent forced landing into trees. Contributing to the pilot’s inadvertent pulling of the fuel shutoff valve were habit patterns he had developed from operating an airplane with different flight controls.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 26, 2017 · about 8:30 pm local time
- Place
- Palmyra, Wisconsin · Palmyra Muni · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper / Laudeman J3C 65, built 1945
- Registration
- N11188 · no longer on the register · serial 9400L
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Two airline transport-rated pilots departed on a personal, local flight to practice maneuvers. While returning to the departure airport and on the downwind leg, the rear seat pilot inadvertently pulled the fuel shutoff valve, which resulted in a total loss of engine power. The front seat pilot attempted to push the fuel shutoff valve back in but was unable to do so. The rear seat pilot then conducted a forced landing, during which the airplane impacted a tree about 2,000 ft short of the runway threshold, which resulted in substantial damage to both wings. Earlier in the year before the accident, both pilots frequently flew an airplane with a carburetor heat control that was in a similar position as the accident airplane's fuel shutoff valve. The rear pilot stated that he may have inadvertently pulled the fuel shutoff lever instead of the carburetor heat control. Therefore, it is likely that habit patterns developed from operating an airplane with different flight controls contributed to the rear seat pilot inadvertently pulling the fuel shutoff valve.
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 (total) during approach (VFR pattern downwind) defining event
- Attempted remediation/recovery during approach (VFR pattern downwind)
- Miscellaneous/other during approach (VFR pattern downwind)
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Incorrect use/operation
- cause Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
- factor Personnel issues › Psychological › (general) › (general) › Pilot
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Contributed to outcome
Pilot
- Certificate: airline transport pilot, commercial pilot, sport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 10,000 hours in all; 1 in this make and model
- Last flight review: September 16, 2015
- Medical certificate: BasicMed
- Seat: rear
- Injury: serious injuries
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 20,000 hours in all; 5 in this make and model; 70 in the last 90 days; 30 in the last 30 days
- Last flight review: August 20, 2017
- Medical certificate: BasicMed
- Seat: frt
- Injury: serious injuries
The aircraft
- Airframe total time: 1,205 hours
- Last inspection: annual inspection, July 10, 2017; 106 hours since
- Maximum gross weight: 1,220 lb
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor C-85-12 (piston); 948 hours total
- Operator: Flying Hawks INC
The flight
- Departed from: 88C Palmyra WI at 8:00 pm
- Destination: 88C Palmyra WI
- Flight plan: none
- Runway 27, 2,800 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 230° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 36°F (2°C)
- Altimeter: 30.03 inHg
- Observation at 8:30 pm from KBUU, 17 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on December 12, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 7 pages | View Download |
| 2 | Record of Correspondence with Front Seat Pilot | PDF, 1 page | View Download |
| 3 | Photos of Airplane | PDF, 3 pages | View Download |
| 4 | Record of Correspondence with FAA Inspector | PDF, 1 page | View Download |
| 5 | Negative Transfer Definition | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.