Aeronca BL7-AC accident near Hot Springs, Arkansas, September 1, 2000
On September 1, 2000 at about 8:38 pm local time, a Aeronca BL7-AC, registered N83866, was substantially damaged in an accident near Hot Springs, Arkansas (Hot Springs Muni airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain control during landing. A factor was the wind gusts.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 1, 2000 · about 8:38 pm local time
- Place
- Hot Springs, Arkansas · Hot Springs Muni · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aeronca BL7-AC
- Registration
- N83866 · no longer on the register
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
About 20 minutes into the cross-country flight, the pilot observed several lightning strikes ahead of his flight path. He turned 180 degrees to return to his departure point, and after about 5 minutes, he observed a storm developing in his flight path. He then decided to fly south toward the closest airport. Upon reaching the airport, he determined the winds to be light and variable out of the west. On final approach, just before touchdown on runway 23, 'wind started to buffet the aircraft.' Full aileron deflection was used to keep the right wing down after touchdown. The airplane then drifted off the runway and into the grass. As this was occurring, the pilot started to apply 'a little power' to gain more rudder control when 'a large gust of wind hit the aircraft causing the right wing to [go] completely over, striking the surface.' Subsequently, the airplane nosed over. The airplane sustained substantial damage to the right wing spar, both wing struts, and the rudder. The wind, 16 minutes after the accident, was from 260 degrees at 16 knots with gusts to 26 knots.
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: 435 hours in all; 11 in this make and model; 15 in the last 90 days; 11 in the last 30 days; 402 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 5,466 hours
- Last inspection: annual inspection, August 2, 2000; 8 hours since
- Maximum gross weight: 1,220 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-C (piston); 0 hours total
The flight
- Departed from: M03 Conway AR at 7:45 pm
- Destination: HOT
- Flight plan: none
- Runway 23, 6,595 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 16 knots, gusting 26
- Visibility: 12 statute miles
- Sky: overcast at 15,000 ft
- Temperature: 86°F (30°C), dew point 66°F (19°C)
- Altimeter: 29.00 inHg
- Observation at 7:54 pm from HOT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.