Piper J3C-65 accident near Tucson, Arizona, October 9, 1995
On October 9, 1995 at about 4:30 pm local time, a Piper J3C-65, registered N59931, was substantially damaged in an accident near Tucson, Arizona (Ryan Field). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
fuel starvation due to swelling of the carburetor needle valve tip, which restricted the fuel flow to the carburetor inlet. A factor in the accident was the use of automotive gasoline.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 9, 1995 · about 4:30 pm local time
- Place
- Tucson, Arizona · Ryan Field · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper J3C-65 · all J3C-65s on the register
- Registration
- N59931 · no longer on the register · serial 8472
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the takeoff initial climb, the engine lost power and the airplane collided with trees short of the intended forced landing area. Examination of the airplane revealed that it was using automotive gasoline. During a test run the engine operated at full rpm, then began to lose power output (300 to 400) rpm. Carburetor heat was applied, and the engine gained partial return of power. When the carburetor heat was removed, the engine returned to the previous running condition. A float level problem was suspected, and the carburetor was sent out for analysis at an overhaul shop. The aircraft owner subsequently decided to replace the carburetor with a different type, and the accident carburetor was lost in the overhaul process. Information Letter 8401 (12/15/84) from the EAA advises of a long standing problem with rubber tipped needle valves which swell when exposed to automotive fuels. The letter states that slow degeneration of in-flight engine power has been observed when the rubber needle valve tips swell and decrease the orfice size at the carburetor inlet. Sudden losses of power have also been reported during takeoffs in aircraft following a long period of inactivity.
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
- Ratings: single-engine land
- Flight time: 705 hours in all; 542 in this make and model; 38 in the last 90 days; 10 in the last 30 days; 602 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 5,035 hours
- Last inspection: annual inspection, February 24, 1995; 122 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: RYN at 4:30 pm
- Flight plan: none
- Runway 33, 3,547 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: scat at 13,000 ft
- Temperature: 84°F (29°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.