Aeronca 11AC accident near Charlotte, Michigan, August 9, 1996
On August 9, 1996 at about 9:22 pm local time, a Aeronca 11AC, registered N85825, was destroyed in an accident near Charlotte, Michigan. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper use of engine controls (carburetor heat and/or throttle), while making a relatively high speed approach, low pass, and pull-up, which resulted in partial loss of engine power; and failure of the pilot to maintain sufficient airspeed after the partial loss of power, which resulted in an inadvertent stall/spin. The lack of an accelerator pump in the carburetor may have been a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 9, 1996 · about 9:22 pm local time
- Place
- Charlotte, Michigan · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Aeronca 11AC · all 11ACs on the register
- Registration
- N85825 · no longer on the register · serial 11AC-234
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had just completed a fly-by down the runway, when the engine had a partial loss of power. Subsequently, the airplane entered a spin and impacted the ground in a steep descent. Control continuity was established. Airframe and engine inspection did not reveal any discrepancies. A witness reported that the airplane was flown down the runway at 90 to 100 mph, at a low power setting, followed by a pull up at the end of the runaway. Bendix Aircraft Carburetor Service Bulletin Number 74 reported that this type of maneuvering, along with an abrupt throttle movement may cause the engine to lose power or quit. The accident airplane's carburetor was not equipped with an accelerator pump. The temperature and dew point were reported to be 77 and 49 degrees, respectively. According to icing probability charts, conditions were conducive to carburetor icing. The carburetor heat control knob was found in the 'off' position.
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: 109 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,505 hours
- Last inspection: annual inspection, August 9, 1996; 0 hours since
- Maximum gross weight: 1,250 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65-8F (piston); 0 hours total
The flight
- Departed from: 07G MI
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 8:55 pm from LAN, 22 miles away
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.