Aeronca 65CA accident near Cadiz, Ohio, July 11, 2005
On July 11, 2005 at about 7:40 pm local time, a Aeronca 65CA, registered N36806, was substantially damaged in an accident near Cadiz, Ohio. 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
Carburetor icing, which resulted in a partial loss of engine power. A factor was an unanticipated hill in the forced landing rollout area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 11, 2005 · about 7:40 pm local time
- Place
- Cadiz, Ohio · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aeronca 65CA · all 65CAs on the register
- Registration
- N36806 · no longer on the register · serial CA17611
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was in cruise flight, at 2,100 rpm, when engine power decreased, and the maximum attained was 1,400 rpm. The pilot applied carburetor heat, and turned back toward an open area "less than a mile back." The pilot completed the forced landing; however, during the rollout, the airplane went down an unanticipated hill, and the landing gear collapsed. The on-scene examination was limited to a damage assessment, as well as confirming that fuel and oil were present. The airplane was subsequently moved to the pilot's hangar, and after the insurance company took possession, there was no further examination. Weather, reported at an airport about 35 nautical miles to the east, indicated a probability of serious carburetor icing at glide power. FAA-P-8740-24, Tips on Winter Flying, noted that carburetor ice could manifest itself by a loss of rpm in fixed pitch airplanes. The response would have been to apply full carburetor heat; however, the engine could run roughly for a short time while the ice melted. In addition, light carburetor icing over a prolonged period of time could become serious.
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: 650 hours in all; 28 in this make and model; 28 in the last 90 days; 610 as pilot in command
- Last flight review: September 1, 2004
- Medical certificate: None
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,125 hours
- Last inspection: annual inspection, May 1, 2005; 50 hours since
- Maximum gross weight: 1,320 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65 (piston); 0 hours total
The flight
- Departed from: TSO Carrollton OH
- Destination: ZZV Zanesville OH
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 63°F (17°C)
- Altimeter: 30.09 inHg
- Observation at 3:53 pm from HLG, 35 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.