Aeronca 7AC accident near Lapeer, Michigan, October 29, 1995
On October 29, 1995 at about 10:30 pm local time, a Aeronca 7AC, registered N84124, was substantially damaged in an accident near Lapeer, Michigan (Dupont-Lapeer airport). It was a personal 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
fuel exhaustion resulting in engine failure, the inadvertant stall, and improper decision by the pilot to attempt a large heading change at low altitude and airspeed. A factor relating to this accident is no fuel quantity gage installed in the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 29, 1995 · about 10:30 pm local time
- Place
- Lapeer, Michigan · Dupont-Lapeer · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aeronca 7AC · all 7ACs on the register
- Registration
- N84124 · registry record · serial 7AC-2811
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRPLANE HAD CLIMBED TO 500 FEET ABOVE GROUND LEVEL AFTER TAKEOFF WHEN THE ENGINE LOST POWER. THE PILOT TURNED THE AIRPLANE AROUND TO LAND ON THE OPPOSITE RUNWAY. WHEN THE AIRPLANE CROSSED THE APPROACH END OF THE RUNWAY, 'THE ENGINE STARTED RUNNING AGAIN.' BEFORE THE PILOT COULD CLOSE THE THROTTLE, 'THE AIRPLANE BALLOONED INTO THE AIR.' BECAUSE OF HIS ALTITUDE AND A 10 KNOT TAILWIND, THE PILOT DETERMINED THAT HE WOULD NOT BE ABLE TO LAND THE AIRPLANE WITHOUT RUNNING OFF THE END OF THE RUNWAY. HE THEN DECIDED TO ATTEMPT A LANDING ON THE AIRPORT'S DIAGONAL RUNWAY WHICH REQUIRED THE PILOT TO EXECUTE A LEFT 130 DEGREE HEADING CHANGE AT LOW ALTITUDE AND AIRSPEED. THE AIRPLANE 'STALLED,' AND IMPACTED THE TERRAIN LEFT WING FIRST. EXAMINATION OF THE WRECKAGE SHOWED NO EVIDENCE OF FUEL AT THE ACCIDENT SITE. EXAMINATION OF THE AIRPLANE'S FUEL SYSTEM SHOWED NO INDICATIONS OF FUEL PRIOR TO IMPACT. THE AIRPLANE DID NOT HAVE FUEL QUANTITY INDICATOR INSTALLED.
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
- Ratings: single-engine land
- Flight time: 102 hours in all; 22 in this make and model; 13 in the last 90 days; 4 in the last 30 days; 64 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 950 hours
- Last inspection: annual inspection, September 1, 1995; 18 hours since
- Maximum gross weight: 1,220 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65-AF (piston); 0 hours total
The flight
- Departed from: D95 at 5:00 pm
- Flight plan: none
- Runway 9, 1,900 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 10 knots
- Visibility: 30 statute miles
- Sky: overcast at 3,000 ft; ovct at 3,000 ft
- Temperature: 45°F (7°C), dew point 0°F (-18°C)
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.