Piper J3C - 65 accident near Hopkinsville, Kentucky, May 22, 2014
On May 22, 2014 at about 6:30 pm local time, a 1943 Piper J3C - 65, registered N46777, was substantially damaged in an accident during takeoff near Hopkinsville, Kentucky (Hopkinsville-Christian County airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot to identify poor engine performance during the engine run-up before takeoff. Also causal to the accident was the mistimed right magneto and the poor condition of the spark plugs in the No. 4 cylinder.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 22, 2014 · about 6:30 pm local time
- Place
- Hopkinsville, Kentucky · Hopkinsville-Christian County · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper J3C - 65, built 1943 · all J3C - 65s on the register
- Registration
- N46777 · registry record · serial 10485
- 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 before taking off for a local flight, when he conducted the engine run up, the magneto drop for the right magneto was 150 rpm, which was 100 rpm greater than the drop for the left magneto (the pilot later stated that the "engine ran up just fine"). The pilot applied takeoff power and, based on his years of experience, he estimated that the engine was developing full power. The airplane became airborne in about the usual time, just before midfield. He began climbing out between 40 to 50 mph, which he said was normal; about 10 to 15 seconds later, when the airplane was about 100 feet above ground level and with about 1/4 of the runway remaining, the pilot noticed that the engine was not developing full power, which was usually 2400 rpm; the tachometer indicated 1,900 rpm. He verified that the throttle was full forward, the mixture control was full rich, and the carburetor heat was off. At 1,900 rpm, there was just enough power to maintain altitude but not enough to climb. The pilot initiated a shallow turn to try landing on a taxiway, but during the turn, he lost altitude and abandoned the plan. He maneuvered the airplane for a forced landing on a road. During the forced landing attempt, the right wing hit a tree, causing the airplane to be pulled to the right over a guardrail. Inspection of the engine following recovery revealed the right magneto was timed 14 degrees after the specified amount, or closer to top dead center, and discrepancies were noted with both spark plugs in the No. 4 cylinder. Although the pilot indicated the engine run-up was satisfactory, the excessive right magneto drop was likely due to the mistimed right magneto and the spark plug discrepancies and should have been grounds to cancel the flight and investigate the reason for the excessive drop.
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
- Aircraft inspection event during standing
- Loss of engine power (partial) during takeoff 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 Aircraft › Aircraft power plant › Ignition system › Magneto/distributor › Damaged/degraded
- cause Aircraft › Aircraft power plant › Ignition system › Spark plugs/igniters › Damaged/degraded
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- cause Personnel issues › Task performance › Inspection › (general) › Pilot
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 2,985 hours in all; 1,645 in this make and model; 11 in the last 90 days; 3 in the last 30 days; 2,732 as pilot in command
- Last flight review: August 5, 2012
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: serious injuries
The aircraft
- Airframe total time: 4,304.9 hours
- Last inspection: annual inspection, September 10, 2013; 22 hours since
- Maximum gross weight: 1,220 lb
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor A-75-8 (piston); 0 hours total
The flight
- Departed from: HVC Hopkinsville KY at 6:29 pm
- Destination: HVC Hopkinsville KY
- Flight plan: none
- Runway 26, 5,505 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 11 knots, gusting 18
- Visibility: 10 statute miles
- Sky: a few clouds at 3,600 ft
- Temperature: 86°F (30°C), dew point 72°F (22°C)
- Altimeter: 30.05 inHg
- Observation at 6:58 pm from HOP, 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.