This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N12DF
- History of Flight:
On September 24, 2026, at about 0945 local time, a privately-registered Aeronca 7AC Champion, N12DF, was substantially damaged when it was involved in an accident near Hesperia, California. The pilot and passenger were fatally injured. The flight originated from, and was destined to an unknown location.
The FAA reported that the airplane crashed under unknown circumstances. The airplane was reportedly operating for Midfield Aviation, a flight school out of Apple Valley, California.
Witnesses stated that the airplane was spiraling out of the sky.
There is no ADS-B data for the accident flight.
The pilot was not identified at the time of this writing.
The airplane came to rest nose down in an open desert area and there was no post crash fire. All four corners were present at the accident site, and there was no debris field leading to the main wreckage. Both wings remained intact and attached to the airframe and showed leading edge impact damage along the span of each wing. The engine remained attached to the airframe and was crushed aft into the cabin. The main fuselage was crushed aft and sustained extensive impact damage. The tail remained attached to the fuselage and was bent forward and suspended in the air. The impact appears consistent with a low altitude aerodynamic stall/spin with little to no forward airspeed.
The accident airplane, serial number 7AC-5050, was manufactured in 1946. It was a tandem two-seat, high-wing, fixed conventional landing gear, single engine airplane that was constructed of welded tubes covered by fabric. It was powered by a Continental Motors A-65 engine.
According to the Pilot Operating Handbook (POH), The Clean Stall Speed (Vs) was 38 mph.
- Weather:
METAR KVCV 241635Z AUTO 13006KT 10SM CLR 27/04 A3005 RMK AO2
METAR KVCV 241655Z AUTO 14005KT 10SM CLR 28/04 A3005 RMK AO2
The calculated density altitude was 4859 ft and 4978 ft respectively.
- Additional Information:
According to the NTSB Safety Alert: "Prevent Aerodynamic Stalls at Low Altitude"
While maneuvering an airplane at low altitude in visual meteorological conditions, many pilots fail to avoid conditions that lead to an aerodynamic stall, recognize the warning signs of a stall onset, and apply appropriate recovery techniques. Many stall accidents result when a pilot is momentarily distracted from the primary task of flying, such as while maneuvering in the airport traffic pattern, during an emergency, or when fixating on ground objects.
An aerodynamic stall can happen at any airspeed, at any altitude, and with any engine power setting. Pilots need to be honest with themselves about their knowledge of stalls and preparedness to recognize and handle a stall situation. Training can help pilots fully understand the stall phenomenon, including angle-of-attack concepts and how weight, center of gravity, turbulence, maneuvering loads and other factors can affect an airplane's stall characteristics. The stall characteristics may be different in each type of plane, so learn them before you fly.
The stall airspeeds marked on the airspeed indicator (for example, the bottom of the green arc and the bottom of the white arc) typically represent steady flight speeds at 1G at the airplane's maximum gross weight in the specified configuration. Maneuvering loads and other factors can increase the airspeed at which the airplane will stall. For example, increasing bank angle can increase stall speed exponentially.
Reducing angle of attack by lowering the airplane's nose at the first indication of a stall is the most important immediate response for stall avoidance and stall recovery. This may seem counterintuitive at low altitudes, but is a necessary first step.
See http://www.ntsb.gov/safety/safety-alerts/documents/SA_019.pdf for additional resources.
The NTSB presents this information to prevent recurrence of similar accidents. Note that this should not be considered guidance from the regulator, nor does this supersede existing FAA Regulations (FARs).
