Piper J3C-65 accident near Morgan Hill, California, August 23, 1992
On August 23, 1992 at about 9:15 pm local time, a Piper J3C-65, registered N707CW, was substantially damaged in an accident near Morgan Hill, California. 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 LOSS OF ENGINE POWER DUE TO CARBURETOR ICE AND THE FAILURE OF THE PILOT TO USE CARBURETOR HEAT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 23, 1992 · about 9:15 pm local time
- Place
- Morgan Hill, California
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper J3C-65 · all J3C-65s on the register
- Registration
- N707CW · no longer on the register · serial 17011
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT SAID HE WAS FLYING AROUND THE LOCAL HILLS SIGHTSEEING WITH HIS PASSENGER. NEAR THE ACCIDENT SITE THE PILOT PERFORMED SEVERAL TURNS AROUND A SMALL DIRT AIRSTRIP LOOKING AT IT, THEN DEPARTED TO THE WEST. JUST AS THE AIRCRAFT CLEARED A RIDGE LINE HE PERCEIVED A LOSS OF AIRSPEED. THE PILOT STATED THAT HE MANIPULATED THE THROTTLE AND CARBURETOR HEAT CONTROLS BUT THE ENGINE DID NOT RESPOND. THE PILOT TURNED AROUND AND ATTEMPTED TO RECROSS THE RIDGE LINE BACK TOWARD THE SMALL DIRT AIRSTRIP, HOWEVER, HIS ALTITUDE WAS INSUFFICIENT AND THE AIRCRAFT COLLIDED WITH TREES. THE CLOSEST WEATHER OBSERVATION STATION WAS REPORTING A TEMPERATURE/DEW POINT OF 85 AND 46 DEGREES, WHICH IS IN THE AREA OF A CARB ICE GRAPH ANNOTATED 'LIGHT ICING GLIDE OR CRUISE POWER.' EXAMINATION OF THE AIRCRAFT AT THE SITE REVEALED FUEL IN THE TANKS, LINES AND CARBURETOR. THE ENGINE WAS REMOVED FROM THE AIRCRAFT AND INSTALLED IN A TEST CELL. THE ENGINE STARTED AND WAS EXERCISED THROUGHOUT ITS NORMAL POWER RANGE. MAGNETO CHECKS AND ACCELERATION RATES WERE FOUND TO BE NORMAL.
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
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 585 hours in all; 100 in this make and model; 20 in the last 90 days; 6 in the last 30 days; 485 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 3,294 hours
- Last inspection: annual inspection, June 30, 1992; 96 hours since
- Maximum gross weight: 1,220 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65 (piston); 0 hours total
- Operator: West Valley Flying Club
The flight
- Departed from: PAO Palo Alto CA at 8:30 pm
- Destination: PAO
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 290° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.