Accident Number: CEN21FA377
Date and Time: August 21, 2021, 08:53 Local
Registration: N1472E
Aircraft: Aeronca 7AC
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal
Analysis
The pilot and passenger were departing on a local flight. One witness, a flight instructor, described the takeoff roll as “extra-long” and stated that the airplane “appeared to get slow” during the initial climb. He reported that the airplane started a “roll to the right,” the left wing “fell,” and the airplane stalled and entered a spin from about 100 ft above ground level (agl). A second witness reported that, during the takeoff, the airplane appeared to be “barely climbing.” Near the end of the runway, about 100 ft agl, he observed a “strong right yaw” followed by a gradual left turn. The pilot appeared to lower the nose, then the airplane “rolled hard left,” and entered a spin.
The airplane came to rest about 1,100 ft southeast of the departure end of the runway. Examination of the airframe and engine revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation.
A review of weight and balance information showed that the airplane was likely 225 lbs over its maximum takeoff weight at the time of the accident. Additionally, the density altitude at the time of the accident was about 2,600 ft. Both the overweight condition of the airplane and the density altitude conditions would have resulted in a significant loss of airplane performance, which is consistent with the witness observations of a long takeoff roll and slow rate of climb. It is likely that, during the initial climb, the pilot exceeded the airplane’s critical angle of attack, which resulted in an aerodynamic stall/spin at an altitude too low for recovery.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot’s exceedance of the airplane’s critical angle of attack during the initial climb, 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.
Findings
Personnel issues Aircraft control - Pilot
Aircraft Airspeed - Not attained/maintained
Aircraft Angle of attack - Capability exceeded
Personnel issues Performance calculations - Pilot
Personnel issues Weight/balance calculations - Pilot
Factual Information
History of Flight
Initial climb Loss of control in flight (Defining event)
Initial climb Aerodynamic stall/spin
Uncontrolled descent Collision with terr/obj (non-CFIT)
On August 21, 2021, about 0853 central daylight time, an Aeronca 7AC airplane, N1472E, sustained substantial damage when it was involved in an accident near Fort Worth, Texas. The airline transport pilot and the passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
According to the manager of Flying Oaks Airport (2TE2), Fort Worth, Texas, the pilot was going to conduct a local flight with his son. The pilot was seated in the rear seat, and the passenger was seated in the front seat.
Multiple witnesses saw the airplane take off from runway 15. One witness, a flight instructor, reported that, during the initial takeoff roll, the airplane became “out of control” and “almost ground looped.” He described the subsequent takeoff roll as “extra-long” and stated that the airplane “appeared to get slow” during the initial climb. He reported that the airplane started a “roll to the right,” the left wing “fell,” and the airplane stalled and entered a spin about 100 ft above ground level (agl).
A second witness reported that, during the takeoff, the airplane appeared to be “barely climbing.” Near the end of the runway, about 100 ft agl, he observed a “strong right yaw” followed by a gradual left turn. The pilot appeared to lower the nose, then the airplane “rolled hard left,” and entered a spin.
The witnesses did not recall hearing any abnormal noises originating from the engine.
Pilot Information
Certificate: Airline transport; Flight engineer;
Flight instructor
Age: 55, Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Rear
Other Aircraft Rating(s): None
Restraint Used: Lap only
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane single-engine
Toxicology Performed: Yes
Medical Certification: Class 1 With waivers/limitations
Last FAA Medical Exam: May 28, 2021
Occupational Pilot: Yes
Last Flight Review or Equivalent: April 7, 2021
Flight Time: (Estimated) 13896 hours (Total, all aircraft)
According to Federal Aviation Administration (FAA) records, the pilot held several type ratings. His personal flight logs were not available for review, and his experience in the accident airplane was not determined.
Aircraft and Owner/Operator Information
Aircraft Make: Aeronca
Registration: N1472E
Model/Series: 7AC No Series Exists
Aircraft Category: Airplane
Year of Manufacture: 1946
Amateur Built:
Airworthiness Certificate: Normal
Serial Number: 7AC-5035
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: July 7, 2021 Annual
Certified Max Gross Wt.: 1220 lbs
Time Since Last Inspection: 2.76 Hrs
Engines: 1 Reciprocating
Airframe Total Time: 5110.56 Hrs at time of accident
Engine Manufacturer: Continental Motors
ELT: C91 installed
Engine Model/Series: A65-8
Registered Owner:
Rated Power: 65 Horsepower
Operator: On file
Operating Certificate(s) Held: None
Operator Does Business As: None
Operator Designator Code: None
The pilot purchased the airplane in May 2021. Utilizing the airplane’s weight and balance records and the weights of the two occupants, weight and balance values were calculated for the accident flight. With a full fuel and oil load with no baggage onboard, at the time of departure, the airplane was 225.6 lbs over the maximum gross weight while the center of gravity was within limitations.
An examination of the airplane’s maintenance records revealed no evidence of uncorrected mechanical discrepancies with the airframe or the engine. The maintenance records showed that a dorsal fin was installed onto the empennage in April 2020.
The airplane, which had flight controls at both positions, only had flight instruments for the front seat. The airplane was not equipped with flaps, a stall warning system, or an angle-of-attack indicator.
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: KNFW,608 ft msl
Distance from Accident Site: 6 Nautical Miles
Observation Time: 08:52 Local
Direction from Accident Site: 132°
Lowest Cloud Condition:
Visibility: 10 miles
Lowest Ceiling: Broken / 16000 ft
AGL Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 180° Turbulence Severity
Forecast/Actual: N/A / N/A
Altimeter Setting: 29.94 inches Hg
Temperature/Dew Point: 27°C / 23°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Fort Worth, TX (2TE2)
Type of Flight Plan Filed: None
Destination: Fort Worth, TX
Type of Clearance: None
Departure Time: 08:50 Local
Type of Airspace: Class G
The estimated density altitude at the time of the accident was 2,610 ft above mean sea level (msl).
Airport Information
Airport: Flying Oaks Airport 2TE2
Runway Surface Type: Grass/turf
Airport Elevation: 720 ft msl
Runway Surface Condition: Dry
Runway Used: 15 IFR Approach: None
Runway Length/Width: 2800 ft / 150 ft
VFR Approach/Landing: Forced landing
According to the airport manager, the airplane was based out of 2TE2.
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 32.824615,-97.530744(est)
The airplane came to rest about 1,100 ft southeast of the departure end of runway 15, on a magnetic heading of 079° at an elevation of about 860 ft msl. All major components were found at the accident site. The airplane sustained substantial damage to the fuselage and both wings. Flight control continuity was established for both cockpit stations.
The single fuel tank, located between the cockpit and the firewall, was breached from the impact sequence. An FAA aviation safety inspector, who was on site the day of the accident, reported a strong odor of fuel at the accident site. There were no signs of a fuel leak on the airframe. Vegetation blighting was observed in the grass where the front of the airplane came to rest.
Postaccident examination of the airframe and engine revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation.
Additional Information
The FAA Pilot’s Handbook of Aeronautical Knowledge, FAA-H-8083-25B, discusses the effects of weight on an aircraft and states in part:
The pilot should always be aware of the consequences of overloading. An overloaded aircraft may not be able to leave the ground, or if it does become airborne, it may exhibit unexpected and unusually poor flight characteristics. If not properly loaded, the initial indication of poor performance usually takes place during takeoff. Excessive weight reduces the flight performance in almost every respect. For example, the most important performance deficiencies of an overloaded aircraft are:
• Higher takeoff speed
• Longer takeoff run
• Reduced rate and angle of climb
• Reduced maneuverability
• Higher stalling speed
• Excessive weight on the nose wheel or tail wheel
The pilot must be knowledgeable about the effect of weight on the performance of the particular aircraft being flown. Preflight planning should include a check of performance charts to determine if the aircraft’s weight may contribute to hazardous flight operations. Excessive weight in itself reduces the safety margins available to the pilot and becomes even more hazardous when other performance-reducing factors are combined with excess weight.
FAA publication FAA-P-8740-2, Density Altitude, states in part:
Density altitude is formally defined as “pressure altitude corrected for nonstandard temperature variations.”
The formal definition of density altitude is certainly correct, but the important thing to understand is that density altitude is an indicator of aircraft performance. The term comes from the fact that the density of the air decreases with altitude. A “high” density altitude means that air density is reduced, which has an adverse impact on aircraft performance.
Whether due to high altitude, high temperature, or both, reduced air density (reported in terms of density altitude) adversely affects aerodynamic performance and decreases the engine’s horsepower output.
On August 21, 2021, about 0853 central daylight time, an Aeronca 7AC airplane, N1472E, sustained substantial damage when it was involved in an accident near Fort Worth, Texas. The airline transport pilot and the passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
According to the manager of the Flying Oaks Airport (2TE2), Fort Worth, Texas, the pilot was going to conduct a local area flight with his son onboard. The pilot was seated in the rear seat and the passenger was seated in the front seat. The airplane, which had flight controls at both positions, but only flight instruments for the front seat, was based out of 2TE2.
Multiple witnesses observed the airplane takeoff from the grass runway 15, at 2TE2. One witness, a flight instructor, reported that during the climb out, the airplane appeared to get “slow.” He reported that the airplane started a “roll to the right,” the left wing “fell,” and the airplane “stalled, entering a spin.” The flight instructor reported this occurred about 100 ft above ground level (AGL). A second witness reported that near the end of the runway, about 100 ft AGL, he observed a “strong right yaw” with the airplane, followed by a gradual left turn. The pilot appeared to lower the nose, the airplane “rolled hard left,” and entered a spin. The witness did not recall hearing any abnormal noises originating from the engine.
The airplane came to rest about 1,100 ft southeast of the departure end of runway 15, on private property. The airplane came to rest on a concrete driveway, next to a metal horse pasture fence. The airplane sustained substantial damage to both wings and the fuselage.
The wreckage was recovered for further examination.
