N82383

HISTORY OF FLIGHTOn September 1, 2012, approximately 0830 eastern daylight time, an Aeronca 7AC single-engine airplane, N82383, sustained substantial damage when it impacted terrain following a loss of control during initial takeoff climb from the Brighton Airport (45G), Brighton, Michigan. The private pilot sustained serious injuries, and the passenger sustained fatal injuries. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and a flight plan was not filed. The local flight was originating at the time of the accident.

According to local authorities who spoke to witnesses, the pilot was taking the passenger for a local flight. Witnesses observed a normal engine run-up prior to takeoff, and a normal takeoff from runway 22. Shortly after takeoff, the engine did not sound like it was developing full power and the airplane was struggling to climb. Subsequently, witnesses observed the airplane make a 180-degree turn and then descend toward the terrain in a nose down attitude. PERSONNEL INFORMATIONThe pilot, age 79, held a private pilot certificate with ratings for airplane single-engine land, airplane multi-engine land, and instrument airplanes. The pilot held a valid driver's license for operation of light-sport aircraft. The pilot's most recent third class medical certificate was issued on August 10, 2005.

The Aeronca 7AC is defined by Federal Aviation Administration (FAA) as a light sport aircraft (LSA). Pilots flying LSAs are only required to possess a valid driver's license and comply with 14 Code of Federal Regulations 61.53(b), which states that no person may act "as pilot in command, or in any other capacity as a required pilot flight crewmember, while that person knows or has reason to know of any medical condition that would make the person unable to operate the aircraft in a safe manner."

A review of the pilot's logbook showed the pilot had accumulated 2,686.5 flight hours, and 7.8 hours in the last 60 days. The pilot's most recent flight review was completed on August 4, 2012. AIRCRAFT INFORMATIONThe Aeronca 7AC, serial number 7AC-1016, was manufactured in 1946, and registered to the owner on June 10, 2008. The airplane was a two place, tandem, high wing monoplane. Basic construction consisted of welded tubes, and a fabric covered fuselage. The airplane was powered by a Continental A-65-8, 65-horsepower reciprocating engine and a fixed pitch wood propeller. The pilot's operating handbook listed a clean stall speed of 38 miles per hour (mph).

Review of the maintenance records showed that the most recent annual inspection was completed on November 22, 2011, at a total time of 2,391.5 hours. At the time of the accident, the airplane had accumulated 27.2 hours since the annual inspection.

Although the airplane held a standard airworthiness certificate, it met the definition of a Light Sport Aircraft as contained in 14 Code of Federal Regulations Part 1.1.

According to friends of the pilot, the pilot routinely fueled the airplane with automotive gasoline. The airplane records did not show the supplemental type certificate (STC) for the use of automotive gasoline. According to an Experimental Aircraft Association flight manual supplement, "When using unleaded automotive gasoline, the onset of carburetor ice may occur earlier under the same atmospheric conditions then when using 80/87 minimum grade aviation gasoline. There is no change in the techniques for recognizing and correcting for carburetor ice."

According to weight and balance information contained in the airplane's maintenance records, the airplane had an empty weight of 765.5 pounds (lbs), and a maximum allowable gross weight of 1,220 lbs. Medical records indicated the pilot/owner's weight was 176 lbs, and the autopsy report listed the passenger's weight as 127 lbs. The total fuel on-board at the time of the accident was unknown. Based on the occupant weights, the remaining useful load without fuel was 151 lbs. The total fuel capacity for the airplane was 13 gallons (or 78 lbs).

On November 10, 2010, Aero Fabricators shoulder harness and seat belt assemblies were installed in the front and rear seats per STC number SA1768GL, and Aero Fabricators Installation Instructions AF-41. Aero Fabricators was issued STC SA1768GL for shoulder harness and seat belt assembly on July 1, 1992.

According to an individual who owned a hangar near the pilot's hangar, during the most recent annual inspection, the pilot prepped the airplane for the inspection, which included the removal of the seats and lap restraints. Upon completion of the annual inspection, the seats and lap restraints were reinstalled by the pilot. METEOROLOGICAL INFORMATIONAt 0815, the Livingston County Airport (OZW), Howell, Michigan, automated weather observing system, located 9 miles west of the accident site, reported calm wind, visibility 10 miles, clear sky, temperature 19 degrees Celsius, dew point 13 degrees Celsius, and an altimeter setting of 30.15 inches of Mercury.

The FAA icing probability chart indicated there was potential for serious carburetor icing at glide power at the time of the accident. AIRPORT INFORMATIONThe Aeronca 7AC, serial number 7AC-1016, was manufactured in 1946, and registered to the owner on June 10, 2008. The airplane was a two place, tandem, high wing monoplane. Basic construction consisted of welded tubes, and a fabric covered fuselage. The airplane was powered by a Continental A-65-8, 65-horsepower reciprocating engine and a fixed pitch wood propeller. The pilot's operating handbook listed a clean stall speed of 38 miles per hour (mph).

Review of the maintenance records showed that the most recent annual inspection was completed on November 22, 2011, at a total time of 2,391.5 hours. At the time of the accident, the airplane had accumulated 27.2 hours since the annual inspection.

Although the airplane held a standard airworthiness certificate, it met the definition of a Light Sport Aircraft as contained in 14 Code of Federal Regulations Part 1.1.

According to friends of the pilot, the pilot routinely fueled the airplane with automotive gasoline. The airplane records did not show the supplemental type certificate (STC) for the use of automotive gasoline. According to an Experimental Aircraft Association flight manual supplement, "When using unleaded automotive gasoline, the onset of carburetor ice may occur earlier under the same atmospheric conditions then when using 80/87 minimum grade aviation gasoline. There is no change in the techniques for recognizing and correcting for carburetor ice."

According to weight and balance information contained in the airplane's maintenance records, the airplane had an empty weight of 765.5 pounds (lbs), and a maximum allowable gross weight of 1,220 lbs. Medical records indicated the pilot/owner's weight was 176 lbs, and the autopsy report listed the passenger's weight as 127 lbs. The total fuel on-board at the time of the accident was unknown. Based on the occupant weights, the remaining useful load without fuel was 151 lbs. The total fuel capacity for the airplane was 13 gallons (or 78 lbs).

On November 10, 2010, Aero Fabricators shoulder harness and seat belt assemblies were installed in the front and rear seats per STC number SA1768GL, and Aero Fabricators Installation Instructions AF-41. Aero Fabricators was issued STC SA1768GL for shoulder harness and seat belt assembly on July 1, 1992.

According to an individual who owned a hangar near the pilot's hangar, during the most recent annual inspection, the pilot prepped the airplane for the inspection, which included the removal of the seats and lap restraints. Upon completion of the annual inspection, the seats and lap restraints were reinstalled by the pilot. WRECKAGE AND IMPACT INFORMATIONThe airplane came to rest upright in swampy terrain approximately 1,000 feet from the departure end of runway 22. The engine was found buried within the terrain and displaced aft into the firewall. The fuselage was crushed upward and aft. The empennage was partially separated and displaced to the right.

Examination of the airplane showed that flight control continuity was established from all flight control surfaces to the cockpit area. The wooden propeller remained attached to the engine and displayed leading edge gouges and splintering. The crankshaft was rotated by hand and continuity was confirmed from the propeller to the rear accessory gears and to the valve train. The carburetor remained partially attached to the engine, but was impact damaged. The carburetor float bowl contained fuel and water. The carburetor float was undamaged, and the fuel intake screen was clear. The carburetor heat control at the engine was found in the OFF position. ADDITIONAL INFORMATIONExcerpt of Pilot's Operating Handbook

According to the pilot's operating handbook, Emergency Procedures, Engine Runs Rough, it states:

"Pull Carburetor full ON. If the roughness is caused by carburetor ice, roughness will probably increase momentarily, then the engine should begin to run smoothly.

If applying carburetor heat does not smooth the engine, check mags. It is possible a fouled plug, worn plug wire, or faulty mag is causing the roughness, in which cases switching to the good mag, while resulting in a slight loss of power, will smooth the engine.

Land as soon as practical."

Other Accident Involving Failed Aero Fabricators Shoulder Harness

On March 3, 2013, about 1558 mountain standard time, a Cessna 172M airplane, N5129R, impacted trees and snow covered mountainous terrain 11 nautical miles east northeast of Saratoga, Wyoming . The pilot was fatally injured and the airplane sustained substantial damage.

During the on-scene wreckage documentation, the NTSB observed that the pilot's shoulder harness had failed during the accident, similar to the Aeronca ...