Chevrier, Armand J-3K accident near Charlotte, Vermont, July 7, 2006
On July 7, 2006 at about 2:45 pm local time, a Chevrier, Armand J-3K, registered N43432, was substantially damaged in an accident near Charlotte, Vermont (Private 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
A complete loss of engine power on takeoff for undetermined reasons, which resulted in a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 7, 2006 · about 2:45 pm local time
- Place
- Charlotte, Vermont · Private · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Chevrier, Armand J-3K
- Registration
- N43432 · registry record · serial A11AAC
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot of an amateur built J-3K airplane, the engine was producing maximum power during takeoff, when only a few seconds later, the engine stopped without warning. The pilot performed an emergency landing during which the airplane impacted a tree and was substantially damaged. According to maintenance records the engine had experienced an engine seizure approximately 47 hours prior to the accident and the engine had received a "top end overhaul," during which one piston, its piston rings, and piston needles had been replaced. On the day of the accident, the pilot performed "minor" engine and fuel system maintenance, and a fuel primer bulb was installed. During a postaccident examination of the engine and airplane, no preimpact malfunctions were discovered. The engine was manufactured in 1994. At the time of the accident the engine had accumulated 272 total hours of operation. According to the Rotax Aircraft Engines Maintenance Manual, a complete general overhaul was to be carried out every 5 years or every 300 hours which ever comes first. No record of the engine ever having received a complete general overhaul was discovered during the investigation.
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
- Flight time: 100 hours in all; 30 in this make and model; 12 in the last 90 days; 4 in the last 30 days; 70 as pilot in command
- Last flight review: August 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 272 hours
- Last inspection: condition inspection, August 1, 2005
- Maximum gross weight: 625 lb
- Seats: 1
- Landing gear: fixed
- Engine: Rotax 503 UL DCDI (piston); 0 hours total
The flight
- Departed from: NONE Charlotte VT at 10:45 am
- Destination: NONE Charlotte VT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 57°F (14°C)
- Altimeter: 30.20 inHg
- Observation at 2:54 pm from KBTV, 13 miles away
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.