Aeronca Champ 7AC accident near Hayward, California, April 19, 2004
On April 19, 2004 at about 9:13 pm local time, a Aeronca Champ 7AC, registered N83587, was substantially damaged in an accident near Hayward, California (Hayward Executive 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
the pilot's inadequate compensation for the crosswind conditions and failure to maintain directional control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 19, 2004 · about 9:13 pm local time
- Place
- Hayward, California · Hayward Executive Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aeronca Champ 7AC
- Registration
- N83587 · registry record · serial 2263
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane ground looped off the runway and collided with a runway sign while landing. The wind was from 150 degrees at 12 knots. While abeam the runway identification numbers, in a left traffic pattern for runway 10L, the pilot was cleared for the option by Hayward Tower. He opted to make a touch-and-go, and continued to short final. Despite the right crosswind, he touched down on the runway centerline without incident. During the landing rollout, with the airplane configured in a wheel-landing attitude, the pilot encountered a strong gust of wind. The right wing lifted, and the tail was displaced to the left of centerline, resulting in a weathervane to the right. The pilot inputted full opposite rudder and aileron in an effort to counteract the wind conditions. The airplane veered to the right, and continued off the runway. The airplane's tail collided with a taxiway identification sign, and the airplane continued into a ditch that was located between the two runways. The pilot reported no preimpact mechanical malfunctions or failures with the airplane.
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: 7,500 hours in all; 200 in this make and model; 3 in the last 90 days; 3 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, January 19, 2004; 3 hours since
- Maximum gross weight: 1,370 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-75-8 (piston); 0 hours total
The flight
- Departed from: HWD Hayward CA at 9:09 pm
- Destination: HWD Hayward CA
- Flight plan: none
- Runway 10L, 3,107 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 12 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 6,000 ft; scat at 4,700 ft
- Temperature: 64°F (18°C), dew point 45°F (7°C)
- Altimeter: 30.17 inHg
- Observation at 8:54 pm from HWD
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.