Aeronca 11CC accident near Charlotte, Vermont, July 3, 2005
On July 3, 2005 at about 12:35 pm local time, a Aeronca 11CC, registered N4337E, was substantially damaged in an accident near Charlotte, Vermont (None airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate airspeed, which resulted in an inadvertent stall, and impact with terrain. A factor in the accident was the partial loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 3, 2005 · about 12:35 pm local time
- Place
- Charlotte, Vermont · None · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Aeronca 11CC · all 11CCs on the register
- Registration
- N4337E · registry record · serial 11CC-190
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness observed the airplane as it appeared from between trees traveling northbound, below the treetops, and out over a field about 50 feet above the ground. The engine sound was "slow," the airspeed was "real slow," and the wings rocked from side to side. The pitch attitude continued to increase to about 45 degrees, but the airplane did not climb. The nose of the airplane then lowered, the engine noise stopped, and the airplane disappeared from view behind a line of trees. The airplane crashed in a "big" field that was suitable for a forced landing. The engine was started and ran to partial power in a test cell after the accident. Oil-soaked spark plugs were cleaned and reinstalled, and impact-damaged ignition leads were replaced and the engine was restarted. The engine started immediately, accelerated smoothly, and ran to full operating rpm without interruption. Prior to the engine run, the carburetor bowl drain plug was removed, and approximately one-half ounce of fluid was drained. The fluid was absent of water and debris. The fluid was dark yellow in color, with an odor of automotive gasoline and lacquer thinner. The engine was modified in accordance with an FAA supplemental type certificate to run on unleaded automotive gasoline. Interpolation of a carburetor icing probability chart revealed that atmospheric conditions at the time of the accident were conducive to "serious icing at glide 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
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea
- Flight time: 700 hours in all
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: unk
- Injury: serious injuries
The aircraft
- Airframe total time: 1,008 hours
- Last inspection: annual inspection, August 1, 2004; 10 hours since
- Seats: 2
- Landing gear: fixed
- Engine: Continental C85-8F (piston); 0 hours total
The flight
- Departed from: NONE Charlotte VT at 12:34 pm
- Destination: NONE
- Flight plan: none
- Runway 36, 1,600 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 72°F (22°C)
- Altimeter: 29.86 inHg
- Observation at 12:53 pm from BVT, 30 miles away
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.