Piper J3C-65 accident near Elko, Nevada, June 19, 1999
On June 19, 1999 at about 9:00 pm local time, a Piper J3C-65, registered N26842, was substantially damaged in an accident near Elko, Nevada (Elko Muni-J.C. Harris Fld airport). 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
The pilot's failure to reject the takeoff after noting that the engine would not produce takeoff power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 19, 1999 · about 9:00 pm local time
- Place
- Elko, Nevada · Elko Muni-J.C. Harris Fld · 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
- N26842 · no longer on the register · serial 4229
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
This was the first flight after an annual inspection had been performed. Prior to the initial takeoff, the airplane was taxi tested with no discrepancies noted. The pilot stated that the engine started easily and ran smoothly at lower rpm settings. An engine run-up was conducted, which included a magneto check, with no anomalies experienced. During the takeoff roll, the pilot noted that the engine did not produce full power. He elected to continue the takeoff, and noted that the rpm did not go above 1,600. He attempted to turn back to the runway to land. As he made the crosswind to downwind turn, the left wing stalled. The airplane pitched down and fell about 50 feet to the ground. The engine was inspected, and found to have weak compression in two cylinders. The examination further revealed that there were leaks coming from the intake and exhaust valves of both cylinders. No further discrepancies were noted.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,360 hours in all; 10 in this make and model; 5,000 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 4,283 hours
- Last inspection: annual inspection, June 5, 1999; 0 hours since
- Maximum gross weight: 1,220 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A65-8 (piston); 0 hours total
The flight
- Departed from: EKO at 9:00 pm
- Flight plan: none
- Runway 23, 7,214 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 9:04 pm from EKO
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.