Pilot and Son Perish in Avoidable Mishap

The NTSB has released its final report on a 21 August 2021 accident in which a 1946 Aeronca 7AC, registration N1472E, was substantially damaged and its two occupants—the aircraft’s pilot and his son—lost their lives.

The accident aircraft was operated as a private flight under Part 91 of the Federal Aviation Regulations.

According to the manager of Fort Worth, Texas’s Flying Oaks Airport (2TE2)—from which the accident-aircraft departed at approximately 08:53 CDT—the ATP/CFI-rated pilot intended to undertake a local flight with his son  

The Aeronca 7AC is a high-wing, single-engine, two-place, tandem-seat aircraft with a conventional (tail-wheel) undercarriage. The pilot was seated in the accident-aircraft’s rear seat; his son occupied the Aeronca’s front seat.

Multiple witnesses reported observing the accident-aircraft depart 2TE2’s Runway 15. One witness, a Certified Flight Instructor, stated the Aeronca, during its initial takeoff roll, appeared to be “out of control” and “almost ground-looped.” The witness described the subsequent takeoff roll as “extra-long” and set forth the airplane “appeared to get slow” during the initial climb. The witness further stated the Aeronca entered a “roll to the right,” its left wing “fell,” and the aircraft stalled, entering a spin at an approximate altitude of one-hundred-feet AGL.

A second witness observed the accident-aircraft “barely climbing” after takeoff, and crossing the runway’s departure end at approximately one-hundred-feet AGL. Thereafter, the Aeronca reportedly exhibited a “strong right yaw” followed by a gradual left turn. The witness stated the pilot appeared to lower the aircraft’s nose, but the Aeronca “rolled hard left,” nevertheless, and entered a spin.

Neither witness recalled hearing abnormal engine noises emanating from the accident-aircraft.

According to Federal Aviation Administration (FAA) records, the pilot of the accident-aircraft held several type ratings. His personal flight logs were not available for review, however, and the aviator’s experience in the accident airplane was not determined.

The pilot purchased the Aeronca in May 2021. Utilizing the airplane’s weight and balance records and the weights of the pilot and his son, investigators calculated the accident-flight’s weight and balance values. With full-loads of fuel and oil and no baggage onboard, the accident-aircraft, at the time of departure, was 225.6-pounds over its published maximum gross weight. The Aeronca’s center-of-gravity was, however, within limitations.

An examination of the accident-aircraft’s maintenance records revealed no evidence of uncorrected airframe or engine mechanical discrepancies. The maintenance records indicated, however, that a new vertical-stabilizer had been installed onto the Aeronca’s empennage in April 2020.

While the accident-aircraft had flight-controls at both occupant stations, only the forward station was provisioned with flight-instruments. The Aeronca was equipped with neither flaps, a stall warning system, nor an Angle Of Attack (AOA) indicator.

The estimated density altitude at the time of the accident was 2,610-feet MSL.

The accident-aircraft came to rest some 1,100-feet southeast of the departure end of 2TE2 Runway 15 at an elevation of 860-feet MSL and on an approximate magnetic heading of 079-degrees.

The Aeronca sustained substantial damage to its fuselage and both wings. Flight control continuity was established for the forward and aft cockpit stations.

The Aeronca’s single fuel tank, located between the cockpit and the firewall, was breached during the impact sequence. An on-site FAA aviation safety inspector reported a strong odor of fuel at the accident site. No signs of a fuel-leak were perceptible on the Aeronca’s airframe.

Grass in the vicinity of the point at which the accident-aircraft’s forward-section came to rest was observed to exhibit vegetation blighting.

Post-accident examination of the Aeronca’s airframe and engine revealed no pre-impact mechanical malfunctions or failures by which normal function or operation of the aircraft would have been precluded.

The National Transportation Safety Board determined the probable cause of the described accident to be the pilot’s exceedance of the airplane’s critical angle of attack during the initial climb segment, which resulted in an aerodynamic stall. Contributing to the accident was the pilot’s inadequate preflight planning, which resulted in an exceedance of the airplane’s weight and balance limitations and decreased takeoff performance.

Parties seeking further information pertaining to the occurrence should reference NTSB Accident Number CEN21FA377.

FMI: www.ntsb.gov