Aeronca 7AC accident near Batavia, Ohio, August 21, 1995
On August 21, 1995 at about 8:30 pm local time, a Aeronca 7AC, registered N2110E, was substantially damaged in an accident near Batavia, Ohio (Clermont County 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
was the the second pilot's loss of directional control during the takeoff roll, and the flight instructor/pilot-in-command's inadequate supervision of the flight instructor/second pilot. A related factor was the flight instructor/second pilot's lack of total flight experience in the accident kind of airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 21, 1995 · about 8:30 pm local time
- Place
- Batavia, Ohio · Clermont County · 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
- N2110E · no longer on the register · serial 7AC-5680
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING THE TAKEOFF ROLL, THE CERTIFICATED FLIGHT INSTRUCTOR/PILOT-IN-COMMAND (CFI/PIC) TOLD THE FLIGHT INSTRUCTOR RATED SECOND PILOT, WHO WAS AT THE CONTROLS, TO '...RAISE THE TAIL.' THE CFI/PIC REPORTED THAT AT THAT POINT 'THE AIRPLANE VEERED ABRUPTLY AND SHARPLY TO THE LEFT.' THE CFI/PIC STATED: 'BY THE TIME SHE SECURED THE CONTROLS, THE AIRPLANE WAS OFF THE RUNWAY LEFT SIDE AND IT WAS NOT POSSIBLE TO REGAIN DIRECTIONAL CONTROL.' THE AIRCRAFT CONTINUED OVER A DITCH, TOUCHED DOWN CROSSING A PARALLEL TAXIWAY AND CAME TO REST IN A BLACKBERRY THICKET. THERE WAS NO EVIDENCE OR CLAIM OF PREIMPACT MECHANICAL MALFUNCTION. THE CFI/SECOND PILOT REPORTED 2 HOURS OF TOTAL FLIGHT EXPERIENCE IN THE ACCIDENT MAKE AND MODEL 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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: balloon
- Flight time: 7,500 hours in all; 100 in this make and model; 60 in the last 90 days; 20 in the last 30 days; 6,500 as pilot in command; 3,000 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 3,100 hours
- Last inspection: annual inspection, March 10, 1995; 21 hours since
- Maximum gross weight: 1,250 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C-85-12 (piston); 0 hours total
The flight
- Departed from: I69 at 8:30 pm
- Flight plan: none
- Runway 4, 3,700 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 320° at 5 knots
- Visibility: 6 statute miles
- Sky: scat at 4,000 ft
- Temperature: 91°F (33°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 7:50 pm from LUK, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.