Aeronca 7AC accident near Saluda, Virginia, July 18, 1987
On July 18, 1987 at about 10:30 pm local time, a Aeronca 7AC, registered N1810E, was substantially damaged in an accident near Saluda, Virginia (Hummel airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 18, 1987 · about 10:30 pm local time
- Place
- Saluda, Virginia · Hummel · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aeronca 7AC · all 7ACs on the register
- Registration
- N1810E · registry record · serial 7AC5377
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE CLIMBING THRU APRX 400 TO 500 FT AFTER TAKEOFF, THE PLT MADE A SLIGHT RGT TURN WHICH WAS FLWD BY A LEFT BANK. AFTER MOVING THE CONTROL STICK FOR A LEFT BANK, IT JAMMED TO THE LEFT & WAS RESTRICTED IN FORE & AFT MOVEMENT. THE PLT APPLIED FULL RGT RUDDER & ALTERNATED BTN FULL & PARTIAL PWR. THIS PLACED THE ACFT IN A SKID. SUBSEQUENTLY, IT DSCNDD & STRUCK A 60 TO 70 FT PWR LINE, THEN CAME TO REST IN A FIELD. AN EXAM REVEALED THERE WAS A PLASTIC FUEL SAMPLER & A CLOTH PITOT COVER WITH A METAL CLIP IN THE BELLY OF THE FUSELAGE. MARKINGS WERE FND WHICH VERIFIED THE SAMPLER HAD WEDGED BTN THE CONTROL STICK INTERCONNECT TUBE & THE FUSELAGE STRUCTURE. WHEN THE SAMPLER WAS PLACED IN THAT PSN AFTER THE ACDNT, THE CONTOLS WOULD JAM AS DESCRIBED BY THE PLT. AN EXAM FOR PSBL SOURCES OF FOREIGN OBJECTS REVEALED THERE WERE OPENINGS AT BOTH BOOT COVERS FOR THE CONTROL STICKS. BOTH BOOT COVERS WERE DETERIORATED. ALSO, THERE WAS A 2' CUT-OUT WHERE THE UPPER ELEV CONTROL CABLE EXTENDED UPWARD FM THE FLOORBOARD AT THE REAR BULKHEAD.
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: private
- Ratings: single-engine land
- Flight time: 206 hours in all; 103 in this make and model; 55 in the last 90 days; 179 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,297 hours
- Last inspection: inspection type not recorded, October 9, 1986
- Maximum gross weight: 1,220 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65 (piston); 0 hours total
The flight
- Departed from: VA at 10:27 pm
- Flight plan: none
- Runway 18, 2,500 ft by 45 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 15 knots
- Visibility: 6 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.