Aeronca 7AC accident near Clifford, Pennsylvania, August 6, 2012
On August 6, 2012 at about 9:20 pm local time, a Aeronca 7AC, registered N83826, was substantially damaged in an accident during enroute (climb to cruise) near Clifford, Pennsylvania (Ashlawn Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Partial loss of engine power for reasons that could not be determined because postaccident examination did not reveal any anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 6, 2012 · about 9:20 pm local time
- Place
- Clifford, Pennsylvania · Ashlawn Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aeronca 7AC · all 7ACs on the register
- Registration
- N83826 · no longer on the register · serial 7AC-2506
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was departing on a personal flight, and during takeoff, the engine lost partial power. The pilot attempted to return to the airport; however, the airplane was not able to sustain flight, and the pilot elected to land about 60 feet to the west of and parallel to the runway. During the landing, the airplane's landing gear collapsed, which resulted in substantial damage to the fuselage and the landing gear attach points. Postaccident examination did not reveal a mechanical reason for the partial power loss. The reported weather conditions were conducive to serious carburetor icing at glide power; however, the engine was operated at a high power setting for takeoff, so carburetor ice was likely not the reason for the partial power loss of engine power.
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 engine power (partial) during enroute (climb to cruise) defining event
- Landing area undershoot during landing (landing roll)
- Off-field or emergency landing during landing (landing roll)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,311 hours in all; 72 in this make and model; 14 in the last 90 days; 3 in the last 30 days; 1,087 as pilot in command; 473 on instruments
- Last flight review: November 11, 2011
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 2,788 hours
- Last inspection: annual inspection, November 11, 2011
- Maximum gross weight: 1,220 lb
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor A-65-8 (piston); 0 hours total
The flight
- Departed from: 3PN1 Clifford PA at 9:30 pm
- Destination: 3PN1 Clifford PA
- Flight plan: none
- Runway 33, 1,800 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 55°F (13°C)
- Altimeter: 30.01 inHg
- Observation at 8:54 pm from AVP, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.