Piper J3L-65 accident near Morristown, Vermont, September 6, 1998
On September 6, 1998 at about 1:30 pm local time, a Piper J3L-65, registered N26712, was substantially damaged in an accident near Morristown, Vermont (Perras Field Airport). It was an instructional flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 6, 1998 · about 1:30 pm local time
- Place
- Morristown, Vermont · Perras Field Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper J3L-65 · all J3L-65s on the register
- Registration
- N26712 · no longer on the register · serial 4129
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot was receiving flight instruction from the CFI. He performed a touch and go landing, and a witness located at the end of the runway said the airplane looked very low, and was not more than 20 feet above the ground during the climb out. The airplane remained low and then made a left turn. During the turn, the airplane pitched down and impacted a rural road, at 'more than a 45 degree angle.' Examination of the wreckage did not reveal any pre-impact malfunctions, however, it was noted that the wooden propeller remained intact, and the propeller damage appeared to be caused by forward motion. Review of an FAA Carburetor Icing Probability Chart placed the temperature and dewpoint recorded at an airport about 2 miles from the accident site, in the 'serious icing at glide power' range. Neither occupant was able to remember any details surrounding the flight or accident.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 632 hours in all; 31 in this make and model; 145 in the last 90 days; 34 in the last 30 days; 435 as pilot in command; 118 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,020 hours
- Last inspection: annual inspection, May 22, 1998; 44 hours since
- Maximum gross weight: 1,100 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-145-B2 (piston); 0 hours total
- Operator: Whitcomb Aviation INC.
The flight
- Departed from: MVL VT at 2:00 pm
- Destination: VT44
- Flight plan: none
- Runway 16, 2,000 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 210° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 2:54 pm from MVL, 2 miles away
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.