# NTSB CEN12LA477: Luscombe 8A, N71743, Leander, TX, July 22, 2012 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: July 22, 2012, 15:45 local (20:45 UTC) - Place: Leander, TX - Coordinates: 30.599445, -97.823608 - Nearby events: https://openairdocs.org/map.md?lat=30.5994&lon=-97.8236&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report November 6, 2013 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA-San Antonio FSDO - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 84447 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN12LA477 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/84447/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=84447 - Page: https://openairdocs.org/ntsb/CEN12LA477 ## Probable cause The partial loss of engine power due to carburetor ice accumulation, which resulted in the airplane’s reduced climb performance and subsequent impact with trees off the end of the runway. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Effect on equipment; cases with it: [Luscombe 8A, 3 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=8190104), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Performance/control parameters: climb rate](https://openairdocs.org/ntsb-findings/01062035): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Luscombe 8A, 3 cases](https://openairdocs.org/ntsb-findings/01062035/cases.md?model=8190104), [All aircraft, 265 cases](https://openairdocs.org/ntsb-findings/01062035/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Luscombe 8A, 39 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=8190104), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Luscombe 8A, 4 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=8190104), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Takeoff: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Luscombe 8A, 33 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=8190104), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that after a seemingly normal takeoff, the airplane would not climb, and he believed that the engine was not producing full power. The airplane impacted trees on the right side of the runway. The pilot stated that before the attempted takeoff, he performed an engine run-up, during which he checked the operation of the carburetor heat; however, he did not leave the carburetor heat on at higher power settings for more than a few seconds. The pilot then taxied the airplane from the ramp area to the end of the runway for takeoff. The airplane was operating near or slightly over its maximum gross weight when the accident occurred, and the density altitude was calculated to be 3,347 feet. Postaccident examination revealed no preimpact malfunctions or anomalies that would have precluded normal operation. The atmospheric conditions at the time of the accident were conducive for serious carburetor icing at glide power settings. Glide power settings yield a throttle angle similar to low power settings used for taxi operations; therefore, it is likely that the airplane’s carburetor accumulated ice after engine run-up and during taxi, which was not detected by the pilot. This subsequent loss of power due to the carburetor ice accumulation resulted in a reduction in climb performance during takeoff and the resultant impact with trees on the side of the runway. ## Factual narrative On July 22, 2012, about 1400 central daylight time, a Luscombe 8A, N71743, impacted trees during takeoff from runway 17 at the Kittie Hill Airport (77T), near Leander, Texas. The pilot and passenger received minor injuries. The airplane sustained substantial damage to both wings, wing struts, fuselage and horizontal tail. The pilot reported that the airplane would not climb after takeoff. It subsequently struck trees approximately 3/4 of the way down the runway on the west side. The airplane was registered to and operated by the private pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight was originating at the time of the accident. The pilot reported that he started the airplane and performed a pre-takeoff run-up checking the magnetos and the operation of the carburetor heat. He stated that the carburetor heat check resulted in an expected slight drop in rpm. He then taxied to the runway to take off. He said that during takeoff, the airplane seemed to accelerate normally, but once airborne, the airplane would not climb and he thought that the engine was not producing full power. He stated that he could not build airspeed and realized that they were going to crash. He said he pulled the control stick back at the last moment to stall the airplane into the trees. The airplane subsequently struck the trees and terrain about 3/4 down the runway on the west side. On his written report the pilot stated that he believed the engine may have developed carburetor ice from the time that he performed his run-up to the time that he took off. In a telephone interview, the pilot was asked about his procedure for checking the carburetor heat. He said that he would apply carburetor heat, note a slight drop in rpm to indicate that the carburetor heat valve was working and then pull the throttle to idle to make sure the engine would idle with the carburetor heat on. He noted that he did not leave the carburetor heat on for more than a few seconds at increased rpm. At 1348, the Georgetown Municipal Airport (GTU), Georgetown, Texas, about 9 miles northeast of the accident site, recorded the weather conditions as: Wind 170 degrees at 5 knots; visibility 10 miles; few clouds at 12,000 feet above the ground; temperature 88 degrees Fahrenheit; dew point 72 degrees Fahrenheit; altimeter setting 30.01 inches of mercury. The density altitude was calculated using the GTU weather information in conjunction with the 77T field elevation as 3,347 feet. According to a carburetor icing probability chart from the Federal Aviation Administration Special Airworthiness Information Bulletin SAIB CE-09-35 “Carburetor Icing Prevention”, the temperature and dew point at the time of the accident were conducive for serious icing at glide power settings. The chart did not differentiate between “glide” power settings and reduced throttlesetting such as would be encountered during taxi operations. Examination of the airplane after the accident did not reveal any pre-impact anomalies; however an engine-run was not performed. The Federal Aviation Administration Inspector that responded to the accident performed a weight and balance using the aircraft weight and balance information found in the glove compartment of the airplane, and pilot and passenger weights as reported by the pilot. Using this data in conjunction with the full fuel and oil loads resulted in a calculated loaded weight of 1,423 pounds. The maximum gross weight of the airplane is listed as 1,400 pounds. On his written report the pilot listed a gross weight at takeoff of 1,392 pounds. ## Aircraft - Registration: [N71743](https://openairdocs.org/deregistered/N71743-2018-02-23), registration cancelled 2018-02-23, S/N 3170, built 1946 (OpenAirDocs) - Reported make and model: LUSCOMBE 8A - Registry model: [Luscombe 8A](https://openairdocs.org/model/luscombe-8a) (registry code 8190104) (OpenAirDocs) - Registry engine: [Continental A&C65 series](https://openairdocs.org/engine/continental-a-c65-series) (registry code 17003, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 3170 - Airframe hours: 1470 - Engines: CONT MOTOR C-85 85 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 21, 2012 - Departed: 77T, Leander, TX - Destination: 77T, Leander, TX - Airport: 77T, Kittie Hill Airport, runway 17, 2,350 × 60 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 38; injuries: minor; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review December 10, 2010; seat: left; flight hours: 756 total, 123 in this make and model, 756 as pilot in command, 42 in the last 90 days, 27 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 170° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 88 °F, dew point 72 °F - Altimeter: 30.01 inHg - Observed at: GTU, 9 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20120722016649A](https://openairdocs.org/incident/20120722016649A), Jul 22, 2012: Luscombe 8A, Leander, TX, Substantial damage. On 07/22/2012 at approximately 2045Z, the pilot of N71743 with one passenger attempted to take off on runway 17 at Kittie Hill Airport for a 91 VFR pleasure… ## Docket (4 files) The files NTSB released with the investigation on August 26, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=84447. 1.5 MB in all. - Record of Conversation with pilot (item 1, .PDF, 24 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40377465&FileExtension=.PDF&FileName=Record%20of%20Conversation%20with%20pilot-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 2, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40377466&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Weight and balance by FAA inspector. (item 3, .PDF, 14 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398846&FileExtension=.PDF&FileName=Weight%20and%20balance%20by%20FAA%20inspector.-Master.PDF - SAIB CE-09-35 Carburetor icing prevention (item 4, .PDF, 111 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398847&FileExtension=.PDF&FileName=SAIB%20CE-09-35%20Carburetor%20icing%20prevention-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.