Aeronca 11AC accident near Greenville, South Carolina, April 28, 2001
On April 28, 2001 at about 6:45 pm local time, a Aeronca 11AC, registered N86217, was substantially damaged in an accident near Greenville, South Carolina (Greenville Downtown airport). It was a ferry 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 failure of the pilot to obtain the assistance of a person to act as a safety pilot while hand propping the engine with the airplane tied down. A factor in the accident was the failure of the tie down rope.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 28, 2001 · about 6:45 pm local time
- Place
- Greenville, South Carolina · Greenville Downtown · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aeronca 11AC · all 11ACs on the register
- Registration
- N86217 · registry record · serial 11AC-21
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The annual inspection was overdue; the pilot had a ferry permit to fly the airplane to the place where the annual inspection was to be performed. With the assistance of a safety pilot on board the airplane which was tied down, he was unable to start the engine. He left the airport and obtained "starter fluid" but when he returned there was no person around to act as a safety pilot. He rechecked the rope used to tied down the airplane and found it secure. He was able to start the engine with the aid of the starter fluid and when near the pilot's side door, the rope broke. He grabbed the lift strut but was unable to stop the airplane which was going in circles; there was no assistance from individuals on the ground. He released the lift strut then some time later he grabbed the lift strut again and forced the airplane into trees.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,282 hours in all; 3 in this make and model; 28 in the last 90 days; 25 in the last 30 days; 1,189 as pilot in command
- Last flight review: June 23, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Injury: minor injuries
The aircraft
- Airframe total time: 1,267 hours
- Last inspection: annual inspection, March 20, 2000; 10 hours since
- Maximum gross weight: 1,250 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A65-8F (piston); 0 hours total
The flight
- Departed from: KGMU Greenville SC at 6:45 pm
- Destination: KLKR Lancaster SC
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 9,000 ft
- Temperature: 84°F (29°C), dew point 54°F (12°C)
- Altimeter: 30.17 inHg
- Observation at 6:53 pm from KGMU
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.