Aeronca 11AC accident near Flushing, Michigan, July 22, 2014
On July 22, 2014 at about 2:15 pm local time, a 1946 Aeronca 11AC, registered N4453P, was substantially damaged in an accident during takeoff near Flushing, Michigan (Dalton Airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot receiving instruction’s failure to maintain directional control during the takeoff roll. Contributing to the accident was the flight instructor not having access to brake controls, which limited his ability to regain directional control at slower ground speeds.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 22, 2014 · about 2:15 pm local time
- Place
- Flushing, Michigan · Dalton Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aeronca 11AC, built 1946 · all 11ACs on the register
- Registration
- N4453P · registry record · serial 11AC318
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The purpose of the flight was for the pilot receiving instruction to obtain a checkout in the tailwheel-equipped airplane. The pilot receiving instruction stated that, during the takeoff roll and before the tail became airborne, the airplane suddenly swerved right, and he was unable to correct to the left with normal flight control and brake inputs. When the pilot receiving instruction was unable to regain directional control with normal flight control inputs, the flight instructor, who did not have access to brake controls, applied additional engine power and left rudder input; however, the airplane continued to swerve right. The flight instructor subsequently reduced engine power, but the airplane continued off the right side of the runway and collided with a hangar. A postaccident airplane examination did not reveal any anomalies with the airplane's flight controls, brake system, or tailwheel assembly that would have prevented normal operation. Although the 5-knot wind was likely variable at the time of the accident, the pilot receiving instruction should have been able to maintain directional control without excessive flight control and brake inputs. Additionally, during the takeoff roll, before the flight controls became more effective at higher ground speeds, the flight instructor likely had inadequate control authority to regain directional control without access to brake controls.
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
What happened, in order
- Loss of control on ground during takeoff defining event
- Runway excursion during takeoff
- Collision with terrain or object (not controlled flight into terrain) during takeoff (rejected takeoff)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Student/instructed pilot
- factor Aircraft › Aircraft systems › Landing gear system › Brake › Not installed/available
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 801 hours in all; 5 in this make and model; 2 in the last 90 days; 2 in the last 30 days; 608 as pilot in command; 0 on instruments
- Last flight review: September 27, 2013
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
Flight instructor
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 10,895 hours in all; 28 in this make and model; 9 in the last 90 days; 5 in the last 30 days; 9,874 as pilot in command; 5,382 on instruments
- Last flight review: June 21, 2013
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 971 hours
- Last inspection: annual inspection, April 12, 2014; 8 hours since
- Maximum gross weight: 1,250 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C-85-8F (piston); 1,884 hours total
- Operator: Father John 77 Flying Club
The flight
- Departed from: 3DA Flushing MI at 2:15 pm
- Destination: 3DA Flushing MI
- Flight plan: none
- Runway 18, 2,510 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 64°F (18°C)
- Altimeter: 30.09 inHg
- Observation at 1:53 pm from FNT, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on December 9, 2015. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | FAA Inspector Statement (Rick Anderson) | PDF, 2 pages | View Download |
| 3 | Weather Reports | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.