# NTSB GAA17CA347: Aeronca 11AC, N9404E, Watervliet, MI, June 16, 2017 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Data collection · Final report - Date: June 16, 2017, 19:20 local (23:20 UTC) - Place: Watervliet, MI - Coordinates: 42.2, -86.25 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.2000&lon=-86.2500&mi=10 - Phase of flight: [Prior to flight](https://openairdocs.org/ntsb-phases/100) (OpenAirDocs' grouping) - Defining event: [Prior to flight: Aircraft loading event](https://openairdocs.org/ntsb-events/010) - Highest injury: Minor injuries - Injuries: 1 minor, 1 uninjured - Status: Completed, report September 22, 2017 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: FAA/ FSDO - NTSB case key (mKey): 95392 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA17CA347 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/95392/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=95392 - Page: https://openairdocs.org/ntsb/GAA17CA347 ## Probable cause The flight instructor's inadequate preflight planning, which resulted in a takeoff over maximum gross weight from a turf runway in high density altitude conditions and the airplane’s inability to attain a climb rate and subsequent collision with trees. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Planning/preparation: weight/balance calculations](https://openairdocs.org/ntsb-findings/02061015): Personnel issues › Task performance · Instructor/check pilot (probable cause); cases with it: [Aeronca 11AC, 1 case](https://openairdocs.org/ntsb-findings/02061015/cases.md?model=0191102), [All aircraft, 110 cases](https://openairdocs.org/ntsb-findings/02061015/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Instructor/check pilot (probable cause); cases with it: [Aeronca 11AC, 3 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=0191102), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Aircraft capability: maximum weight](https://openairdocs.org/ntsb-findings/01061035): Aircraft › Aircraft oper/perf/capability · Capability exceeded (probable cause); cases with it: [Aeronca 11AC, 2 cases](https://openairdocs.org/ntsb-findings/01061035/cases.md?model=0191102), [All aircraft, 152 cases](https://openairdocs.org/ntsb-findings/01061035/cases.md) - [Performance/control parameters: climb rate](https://openairdocs.org/ntsb-findings/01062035): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Aeronca 11AC, 2 cases](https://openairdocs.org/ntsb-findings/01062035/cases.md?model=0191102), [All aircraft, 265 cases](https://openairdocs.org/ntsb-findings/01062035/cases.md) - [Object/animal/substance: tree(s)](https://openairdocs.org/ntsb-findings/03022020): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Aeronca 11AC, 1 case](https://openairdocs.org/ntsb-findings/03022020/cases.md?model=0191102), [All aircraft, 933 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md) - [Runway/land/takeoff/taxi surface](https://openairdocs.org/ntsb-findings/03023000): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Aeronca 11AC, 1 case](https://openairdocs.org/ntsb-findings/03023000/cases.md?model=0191102), [All aircraft, 253 cases](https://openairdocs.org/ntsb-findings/03023000/cases.md) - [Temp/humidity/pressure: high density altitude](https://openairdocs.org/ntsb-findings/03031020): Environmental issues › Conditions/weather/phenomena · Effect on operation; cases with it: [Aeronca 11AC, 1 case](https://openairdocs.org/ntsb-findings/03031020/cases.md?model=0191102), [All aircraft, 278 cases](https://openairdocs.org/ntsb-findings/03031020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Prior to flight: Aircraft loading event](https://openairdocs.org/ntsb-events/010) (defining event); cases with it: [Aeronca 11AC, 1 case](https://openairdocs.org/ntsb-events/010/sequence.md?model=0191102), [All aircraft, 84 cases](https://openairdocs.org/ntsb-events/010/sequence.md) - [Initial climb: Miscellaneous/other](https://openairdocs.org/ntsb-events/900); cases with it: [Aeronca 11AC, 1 case](https://openairdocs.org/ntsb-events/900/sequence.md?model=0191102), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) - [Initial climb: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Aeronca 11AC, 16 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=0191102), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The flight instructor reported that, during the takeoff climb from a grass runway with the student pilot flying, about 25 ft above ground the "climb rate became stagnant." He added that he instructed the student to "lower the nose slightly," but after "several seconds the airplane did not resume a normal climb rate." The flight instructor took the flight controls and noticed that they were "sluggish" and it felt as if the airplane was caught in "wind swirls" and downdrafts. Subsequently, the flight instructor made a "small left turn" toward a small gap in the tree line ahead and the airplane impacted a heavily wooded/treed area. The fuselage and both wings sustained substantial damage. The flight instructor reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. According to the flight instructor, the airplane departed "loaded at gross weight." The student pilot reported that the flight instructor did not discuss weight and balance with him before flight. During postaccident interviews with the National Transportation Safety Board investigator-in-charge, the student and flight instructor each reported their personal weight and a total of 10 gallons of fuel on board at takeoff. Based upon the information provided, the takeoff weight was 1,389 lbs, which was 139 lbs over the maximum gross weight (1,250 lbs) published in the airplane Pilot's Operating Handbook. The airplane's center of gravity for takeoff was within limits at 18.65 (12.4 to 22.0). An automated weather observation station 8 nautical miles (nm) southwest of the accident site reported that, about the time of the accident, the wind was from 200° at 5 knots, temperature 82°F (28°C), dewpoint 54°F (12°C), and barometric setting of 29.76 inches of mercury. The calculated density altitude 8 nm southwest was 2,648 ft. The flight instructor reported that they took off from runway 20, which was 2,600 ft long. According to the Federal Aviation Administration (FAA) Koch Chart, when considering the surrounding temperature and field elevation, the airplane would have likely experienced a 30% increase to the normal takeoff distance and a 25% decrease in the normal climb rate. The airplane's POH did not publish takeoff performance information. The FAA Pilot's Handbook of Aeronautical Knowledge stated, in part: Effect of Weight on Flight Performance The takeoff/climb and landing performance of an aircraft are determined on the basis of its maximum allowable takeoff and landing weights. A heavier gross weight results in a longer takeoff run and shallower climb, and a faster touchdown speed and longer landing roll. Even a minor overload may make it impossible for the aircraft to clear an obstacle that normally would not be a problem during takeoff under more favorable conditions. Runway Surface and Gradient Runway conditions affect takeoff and landing performance. Typically, performance chart information assumes paved,level, smooth, and dry runway surfaces. Since no two runways are alike, the runway surface differs from one runway to another, as does the runway gradient or slope. Runway surfaces vary widely from one airport to another. The runway surface encountered may be concrete, asphalt, gravel, dirt, or grass. The runway surface for a specific airport is noted in the Chart Supplement U.S. (formerly Airport/Facility Directory). Any surface that is not hard and smooth increases the ground roll during takeoff. This is due to the inability of the tires to roll smoothly along the runway. Tires can sink into soft, grassy, or muddy runways. Potholes or other ruts in the pavement can be the cause of poor tire movement along the runway. It is likely that the airplane was unable to clear trees at the end of the runway due to the decrease in takeoff performance, which resulted from the high-density altitude, the turf runway, and a takeoff weight over maximum gross weight. ## Factual narrative The flight instructor reported that, during the takeoff climb from a grass runway with the student pilot flying, about 25 ft. above ground the "climb rate became stagnant." He added that he instructed the student to "lower the nose slightly," but after "several seconds the airplane did not resume a normal climb rate." The flight instructor took the flight controls and noticed that they were "sluggish" and it felt as if the airplane was caught in "wind swirls" and downdrafts. Subsequently, the flight instructor made a "small left turn" towards a small gap in the tree line ahead and the airplane impacted a heavily wooded/ treed area. The fuselage and both wings sustained substantial damage. The flight instructor reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. According to the flight instructor, the airplane departed "loaded at gross weight." The student pilot reported that the flight instructor did not discuss weight and balance with him prior to flight. During postaccident interviews with the NTSB investigator-in-charge (IIC), the student and flight instructor each reported their personal weight and a total of 10 gallons of fuel on board at takeoff. Based upon the information provided, the takeoff weight was 1,389 lbs., which was 139 lbs. over the maximum gross weight (1,250 lbs.) published in the airplane pilot's operating handbook (POH). The airplane's center of gravity for takeoff was within limits at 18.65 (12.4 to 22.0). An automated weather observation station, 8 nautical miles (NM) southwest, about the time of the accident, reported the wind from 200° at 5 knots, temperature 82°F (28°C), dewpoint 54°F (12°C), and barometric setting of 29.76" Hg. The calculated density altitude 8 NM southwest was 2,648 ft. The flight instructor reported that they took off runway 20, which was 2,600 ft. in length. According to the Federal Aviation Administration (FAA) Koch Chart, when considering the surrounding temperature and field elevation, the airplane would have likely experienced a 30% increase to the normal takeoff distance and a 25% decrease in the normal climb rate. The airplane's POH did not publish takeoff performance information. The FAA Pilot's Handbook of Aeronautical Knowledge stated in part: Effect of Weight on Flight Performance The takeoff/climb and landing performance of an aircraft are determined on the basis of its maximum allowable takeoff and landing weights. A heavier gross weight results in a longer takeoff run and shallower climb, and a faster touchdown speed and longer landing roll. Even a minor overload may make it impossible for the aircraft to clear an obstacle that normally would not be a problem during takeoff under more favorable conditions. Runway Surface and Gradient Runway conditions affect takeoff and landing performance. Typically, performance chart information assumes paved, level, smooth, and dry runway surfaces. Since no tworunways are alike, the runway surface differs from one runway to another, as does the runway gradient or slope. Runway surfaces vary widely from one airport to another. The runway surface encountered may be concrete, asphalt, gravel, dirt, or grass. The runway surface for a specific airport is noted in the Chart Supplement U.S. (formerly Airport/Facility Directory). Any surface that is not hard and smooth increases the ground roll during takeoff. This is due to the inability of the tires to roll smoothly along the runway. Tires can sink into soft, grassy, or muddy runways. Potholes or other ruts in the pavement can be the cause of poor tire movement along the runway. ## Aircraft - Registration: [N9404E](https://openairdocs.org/aircraft/N9404E), registered now, S/N 11AC-1041, built 1946 (OpenAirDocs) - Reported make and model: AERONCA 11AC - Registry model: [Aeronca 11AC](https://openairdocs.org/model/aeronca-11ac) (registry code 0191102) (OpenAirDocs) - Registry engine: [Continental A&C65 series](https://openairdocs.org/engine/continental-a-c65-series) (registry code 17003, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 11AC-1041 - Year built: 1946 - Engines: Continental A&C 65 SERIES 65 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 10, 2017 - Departed: 40C, Watervliet, MI - Destination: 40C, Watervliet, MI - Airport: 40C, Watervliet Muni, runway 20, 2,600 × 200 ft, grass/turf - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 36; injuries: none; commercial, flight instructor, airline transport; airplane ratings: single-engine land, multi-engine land, single-engine sea, multi-engine sea; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review July 19, 2016; seat: right; restraint: lap only; flight hours: 8,500 total, 100 in this make and model, 4 in the last 30 days - Student pilot; age 27; injuries: minor; student; medical: class 3, without waivers/limitations; seat: left; restraint: lap only ## Weather - Conditions: Visual (VMC), Day - Wind: 200° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 54 °F - Altimeter: 29.76 inHg - Observed at: KBEH, 8 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20170616009409A](https://openairdocs.org/incident/20170616009409A), Jun 16, 2017: Aeronca 11AC, Watervliet, MI, Substantial damage. On June 16, 2016 at 19:22 eastern daylight time (EDT), an Aeronca 11-AC aircraft, N9404E, registered to edward m. maloney and operated by a flight instructor… ## Other investigations on N9404E (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB CHI99LA318](https://openairdocs.org/ntsb/CHI99LA318), Aug 28, 1999: Aeronca 11BC (N9404E), Watervliet, MI, substantial damage. Probable cause: the pilot not maintaining aircraft control during takeoff, and the pilot not correcting for the porpoise. ## Docket (9 files) The files NTSB released with the investigation on August 31, 2017, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=95392. 8.6 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 - Student Pilot (item 1, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455719&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20-%20Student%20Pilot-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 - Flight Instructor (item 2, .PDF, 3.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455720&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20-%20Flight%20Instructor-Master.PDF - Record of Conversation (FAA Inspector) (item 3, .PDF, 59 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455721&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(FAA%20Inspector)-Master.PDF - Record of Conversation (Flight Instructor) (item 4, .PDF, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455722&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(Flight%20Instructor)-Master.PDF - Record of Conversation (Student Pilot) (item 5, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455723&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(Student%20Pilot)-Master.PDF - Airplane Weight and Balance Information (item 6, .PDF, 335 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455724&FileExtension=.PDF&FileName=Airplane%20Weight%20and%20Balance%20Information-Master.PDF - FAA Koch Chart Performance Information (item 7, .PDF, 142 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455725&FileExtension=.PDF&FileName=FAA%20Koch%20Chart%20Performance%20Information-Master.PDF - FAA PHAK Weight and Balance Runway Surface (item 8, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455726&FileExtension=.PDF&FileName=FAA%20PHAK%20Weight%20and%20Balance%20Runway%20Surface-Master.PDF - Accident Photos (Courtesy of FAA) (item 9, .PDF, 2 photos, 414 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455727&FileExtension=.PDF&FileName=Accident%20Photos%20(Courtesy%20of%20FAA)-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.