Parker, CO, USA
N85086
Aeronca 7AC
Prior to takeoff, the flight instructor and student discussed the direction of takeoff before the flight, and they elected to takeoff on runway 22, since the tailwind component was too strong for runway 4. They also discussed "a go/no go location on the strip where [they] would abort if not off the ground by that point." The instructor reported "the run-up was normal and everything seemed in order." The takeoff was normal and the airplane was airborne before the decision point. The airplane was "climbing out upslope, everything seemed normal as the student flew, until he said he might need some help." The instructor reported the airplane had stopped climbing and "the ridge was getting closer." Subsequently, they attempted a shallow bank at a direction 90 degrees from their original course. At that point, " the left wing dipped and we lost control." The instructor reported "we were slow and not very high, so there was not much momentum built up before we struck first the left wing tip, followed by the right wing and airplane." He also reported the engine had been operating normally throughout the flight, and there were no anomalies noted with the handling of the airplane. The calculated density altitude near the airport at the time of the accident was 8,675 feet.
On July 15, 2006, approximately 0750 mountain daylight time, an Aeronca 7AC single-engine airplane, N85086, was destroyed when it impacted terrain following a loss of control during initial takeoff climb from Everitt Airport (1CO8), Parker, Colorado. The flight instructor and student sustained serious injuries. The airplane was registered to and operated by a private individual. Visual meteorological conditions prevailed, and a flight plan was not filed for the Title 14 Code of Federal Regulations Part 91 instructional flight. The local flight was originating at the time of the accident. According to the flight instructor and student, they discussed the direction of take-off before the flight and elected to take-off on runway 22, since the tailwind component was too strong for runway 4. They also discussed "a go/no go location on the strip [where] we would abort if not off the ground by that point." The instructor reported "the run-up was normal and everything seemed in order." The take-off was normal and the airplane was airborne before the decision point. They stated the airplane was "climbing out upslope, everything seemed normal as the student flew, until he said he might need some help." The instructor reported the airplane had stopped climbing and "the ridge was getting closer." Subsequently, they attempted a shallow bank at a direction 90 degrees from their original course. At that point, " the left wing dipped and we lost control." The instructor reported "we were slow and not very high, so there was not much momentum built up before we struck first the left wing tip, followed by the right wing and airplane." He also reported the engine had been operating normally throughout the flight, and there were no anomalies noted with the handling of the airplane. At 0753, the Centennial Airport (APA), Denver, Colorado, automated surface observing system (ASOS), located approximately 15 miles northwest of the accident site, reported the wind from 220 degrees at 11 knots, few clouds at 12,000 feet, temperature 26 degrees Celsius, dew point 6 degrees Celsius, and an altimeter setting of 30.30 degrees. The calculated density altitude at APA was 8,675 feet. Examination of the airplane, conducted by a Federal Aviation Administration inspector, revealed the forward fuselage was crushed up and aft. The leading edges of both wings were crushed aft. The engine was partially separated from the airframe, and both propeller blades were bent aft. Flight control continuity was established to all flight control surfaces.
the flight instructor's failure to maintain airspeed while maneuvering resulting in an inadvertent stall and subsequent impact with terrain. Contributing factors were the high density altitude, rising terrain, and improper in-flight planning.
Source: NTSB Aviation Accident Database
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