Aeronca 7AC accident near Warner Robins, Georgia, October 31, 2002
On October 31, 2002 at about 8:50 pm local time, a Aeronca 7AC, registered N83651, was substantially damaged in an accident near Warner Robins, Georgia (Warner Robins Air Park airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to follow engine start procedures for a overprimed engine, and his improper use of the throttle control during an attempted start.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 31, 2002 · about 8:50 pm local time
- Place
- Warner Robins, Georgia · Warner Robins Air Park · map
- Type
- Accident · collision on the ground
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aeronca 7AC · all 7ACs on the register
- Registration
- N83651 · registry record · serial 7AC-2329
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot chocked the main wheel and followed the starting procedures, which included pulling the propeller through by hand. The pilot made several unsuccessful attempts to start the engine. He stated that he primed the engine, "cracked" the throttle, pulled the propeller through, and the engine started and spun up to high rpm. The airplane taxied off unmanned at high speed, dragging the pilot, then it collided with a hangar and a parked airplane. Examination of the cement pad where the wheel chock was found revealed a fresh fuel stain approximately eight feet long and four feet wide with several boot/shoe tracks through it. Federal Aviation Administration Advisory Circular AC165-12 states the corrective action for clearing an overprimed engine includes opening the throttle fully and turning the propeller to expel excess fuel. The pilot reported no mechanical malfunction with the airplane.
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; single-engine sea; instrument: airplane
- Flight time: 722 hours in all; 500 in this make and model; 0 in the last 90 days; 0 in the last 30 days; 562 as pilot in command
- Last flight review: May 8, 2001
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: unk
- Injury: minor injuries
The aircraft
- Airframe total time: 5,132 hours
- Last inspection: annual inspection, November 2, 2001; 54 hours since
- Maximum gross weight: 1,300 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65-8 (piston); 0 hours total
The flight
- Departed from: 5A2
- Destination: 5A2
- Flight plan: none
- Runway 27, 2,833 ft by 130 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 46°F (8°C)
- Altimeter: 30.05 inHg
- Observation at 8:53 pm from KMCN, 8 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.
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.