Piper J3C-65 accident near Dawson, Maryland, June 26, 1999
On June 26, 1999 at about 4:30 pm local time, a Piper J3C-65, registered N29832, was substantially damaged in an accident near Dawson, Maryland (High Rock Airport). It was a personal 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
was the pilot's improper decision to turn toward rising terrain with inadequate terrain clearance. Factors were the density altitude, and unfavorable winds.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 26, 1999 · about 4:30 pm local time
- Place
- Dawson, Maryland · High Rock Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper J3C-65 · all J3C-65s on the register
- Registration
- N29832 · registry record · serial 11123
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Three Piper J3s, departed an airport in a valley with higher terrain nearby, and a density altitude of about 3,000 feet. Each airplane turned toward rising terrain, consisting of lower finger ridges and canyons, and a higher main ridge. The first airplane carrying only a pilot climbed faster than the terrain, and turned downwind. The second and third airplanes each carrying a pilot and passenger, tried to follow similar paths. The second airplane was at gross weight, and the pilot reported he encountered descending air which drove him down into the trees. The pilot reported no engine or airplane problems. The airplane was equipped with a cruise propeller which increased cruise speed and decreased the airplane's rate of climb. The pilots had been briefed on alternate departure routes that would not have required an immediate climb over rising terrain, but they were not used. FAA publications advised of the need to download weight when operating with higher density altitudes, and to approach ridgelines at a 45 degree angle to allow for escape in case of turbulence or descending air.
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, private
- Ratings: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,760 hours in all; 680 in this make and model; 54 in the last 90 days; 15 in the last 30 days; 1,350 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 1,910 hours
- Last inspection: annual inspection, July 4, 1998; 50 hours since
- Maximum gross weight: 1,220 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65 (piston); 0 hours total
The flight
- Departed from: NONE Dawson MD at 4:30 pm
- Destination: VA85 New Castle VA
- Flight plan: none
- Runway 2, 1,700 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 0°F (-18°C)
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.