Piper J3C-65 accident near Frederick, Maryland, August 1, 1999
On August 1, 1999 at about 6:40 pm local time, a Piper J3C-65, registered N70894, was substantially damaged in an accident near Frederick, Maryland (Frederick Municipal 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 maintain directional control. Contributing factors were gusty wind conditions and the sign.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 1, 1999 · about 6:40 pm local time
- Place
- Frederick, Maryland · Frederick Municipal · 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
- N70894 · registry record · serial 17919
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot obtained a standard weather briefing, and then filed a flight plan. He then received a weather update from flight service approximately 5 minutes before executing the flight. During the update, the briefer indicated that scattered thunderstorms in the Hagerstown area were moving east towards Frederick. The pilot calculated that he would arrive at his destination prior to the thunderstorms, so he departed. While approaching his destination, the pilot noticed the sky to the north of his position was 'very dark.' He also experienced an increase in turbulence. The pilot checked weather with Frederick UNICOM, and was advised the winds were 4 knots. With the approaching thunderstorms, the pilot expedited his turn from base to final, and executed a 'normal' landing. As the airplane rolled out it became airborne and started to drift to the right. The airplane touched down, exited the runway, and the landing gear collapsed when it struck a sign. The pilot shut off both magnetos, secured the throttle, and exited the airplane. The pilot stated, 'I think I encountered a gust and simply lost control.'
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: single-engine land; instrument: airplane; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 869 hours in all; 46 in this make and model; 16 in the last 90 days; 4 in the last 30 days; 711 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 3,301 hours
- Last inspection: 100-hour inspection, June 3, 1999; 74 hours since
- Maximum gross weight: 1,150 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65 (piston); 0 hours total
The flight
- Departed from: MD24 Clarksville MD at 6:00 pm
- Destination: FDK MD
- Flight plan: VFR
- Runway 23, 5,220 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 8 knots
- Visibility: 4 statute miles
- Sky: scat at 2,500 ft
- Temperature: 75°F (24°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 6:53 pm from HGR, 28 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.
Other NTSB records under N70894 the same tail number, which may have belonged to a different aircraft at the time
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.