# NTSB CEN18LA362: Luscombe 8, N2305K, New Carlisle, OH, August 31, 2018 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Class 3 · Limited · Final report - Date: August 31, 2018, 14:00 local (18:00 UTC) - Place: New Carlisle, OH - Coordinates: 39.931661, -84.024778 - Nearby events: https://openairdocs.org/map.md?lat=39.9317&lon=-84.0248&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: Federal Aviation Administration - Cincinnati FSDO - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 98211 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN18LA362 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/98211/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=98211 - Page: https://openairdocs.org/ntsb/CEN18LA362 ## Probable cause A total loss of engine power shortly after takeoff due to carburetor ice. ## 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 (probable cause); cases with it: [Luscombe 8E, 3 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=8190112), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/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 (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Luscombe 8E, 1 case](https://openairdocs.org/ntsb-events/341/sequence.md?model=8190112), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Luscombe 8E, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=8190112), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Hard landing](https://openairdocs.org/ntsb-events/092); cases with it: [Luscombe 8E, 2 cases](https://openairdocs.org/ntsb-events/092/sequence.md?model=8190112), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) ## Analysis The pilot reported that the airplane exhibited reduced climb performance during takeoff and that the engine began running rough when the airplane had climbed to about 150 ft above the ground. The pilot turned on the carburetor heat, but then removed carburetor heat when he perceived an increase in engine roughness. The engine subsequently lost total power and the pilot performed a forced landing, resulting in substantial damage to the forward fuselage and right wing. Examination of the airplane and engine did not reveal any evidence of mechanical malfunctions that would have precluded normal operation. Both fuel tanks contained fuel, the vented fuel caps were not obstructed, and there was uncontaminated fuel found in the carburetor fuel bowl. The weather conditions at the time of the accident were conducive to the formation of carburetor icing at a descent engine power setting. Although the pilot did not observe any evidence of carburetor ice when he verified function of the carburetor heat control before takeoff, given the lack of engine anomalies, the pilot's description of reduced climb performance and the rough-running engine was consistent with the accumulation of carburetor ice. The reported increase in engine roughness after carburetor heat was applied is further evidence of carburetor ice, but the pilot’s momentary application of carburetor heat would have been ineffective in removing the ice and restoring engine power. Additionally, the low altitude at which the loss of engine power occurred significantly reduced the amount of time available to the pilot to troubleshoot and restore engine power before the forced landing. ## Factual narrative On August 31, 2018, about 1400 eastern daylight time, a Luscombe 8E airplane, N2305K, was substantially damaged when it was involved in an accident near New Carlisle, Ohio. The pilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that his preflight inspection did not reveal any anomalies with the airplane. He visually confirmed that the right wing fuel tank was full and the left fuel tank was about 1/2 full. After starting the engine, he taxied the airplane to the runway and completed an engine runup, which revealed no anomalies. The pilot reported that he verified the proper function of the carburetor heat control and that he did not observe any indication of carburetor ice. The pilot initiated takeoff and the airplane became airborne about one-half to two-thirds down the 2,000-ft-long runway. The pilot reported that airplane had reduced climb performance after liftoff and that the engine began running rough about 150 ft above the ground. The pilot turned the carburetor heat on, but then removed it when he perceived an increase in engine roughness. The engine subsequently lost total power. The pilot entered a right turn toward a nearby nursery, where he completed a forced landing. The airplane landed hard on uneven terrain and the main landing gear collapsed. The airplane came to rest about 1/2 mile west-northwest of the departure end of runway 27. The forward fuselage and the right wing sustained substantial damage during the hard landing. Flight control continuity was confirmed from the cockpit controls to all flight control surfaces. First responders reported a strong fuel smell and observed fuel leaking from the engine compartment, and a mechanic from the airport subsequently turned off the right fuel tank valve to stop the fuel leak. The left fuel tank valve was found turned off. The right and left fuel tanks contained about 5 gallons and 6.75 gallons of fuel, respectively. Samples from the fuel tanks were blue in color, had the odor of 100 low-lead aviation fuel, and exhibited minor particulate contamination. Examination of the vented fuel tank caps did not reveal any anomalies or obstructions. The fuel gascolator bowl shattered during impact. The engine remained attached to the firewall through its mounts, but the carburetor separated from the engine crankcase. Engine control continuity was confirmed from the cockpit to the carburetor. Movement of the throttle arm discharged fuel from the accelerator pump into the carburetor venturi. The carburetor bowl remained intact and contained uncontaminated fuel. The carburetor heat valve position could not be determined due to impact damage. Internal engine and valve train continuity were confirmed as the engine crankshaft was rotated, and compression and suction were noted on all cylinders in conjunction with crankshaft rotation. Compression measurements were above 70 psi for all four cylinders. Aborescope inspection of each cylinder did not reveal any evidence of a mechanical failure of the pistons or valves. The spark plugs exhibited features consistent with normal engine operation. Both magnetos produced spark as the engine crankshaft was rotated. The propeller remained attached to the engine crankshaft flange; one propeller blade was bent aft about midspan, and the other blade remained straight with no evidence of rotational damage. Examination of the airplane and engine did not reveal any evidence of mechanical malfunction that would have precluded normal operation. According to a carburetor icing probability chart contained in FAA Special Airworthiness Information Bulletin CE-09-35, entitled "Carburetor Icing Prevention", the recorded temperature and dew point about the time of the accident were conducive to the formation of carburetor icing at a descent engine power setting. The bulletin notes that if ice forms in the carburetor of a fixed-pitch propeller aircraft, the restriction to the induction airflow will result in decreased power output and a drop in engine rpm, which might be accompanied or followed by a rough running engine. The bulletin also notes that a pilot should respond to carburetor icing by applying full carburetor heat immediately and that the engine may run rough initially for a short time while the ice melts. ## Aircraft - Registration: [N2305K](https://openairdocs.org/aircraft/N2305K), registered now, S/N 5032 (OpenAirDocs) - Reported make and model: Luscombe 8 (E) - Registry model: [Luscombe 8E](https://openairdocs.org/model/luscombe-8e) (registry code 8190112) (OpenAirDocs) - Registry engine: [Continental C85 series](https://openairdocs.org/engine/continental-c85-series) (registry code 17008, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 5032 - Year built: 1947 - Airframe hours: 2529.8 - Engines: Continental C-85-12F 100 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 10, 2018 - Departed: 3OH0, New Carlisle, OH - Destination: VES, Versailles, OH - Airport: 3OH0, Andy Barnhart Memorial Airport, runway 27, 2,000 × 30 ft, asphalt - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 75; injuries: serious; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review June 11, 2017; seat: left; restraint: lap only; flight hours: 497.9 total, 29.3 in this make and model, 1.3 in the last 90 days, 1.3 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 230° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 84 °F, dew point 68 °F - Altimeter: 30.14 inHg - Observed at: FFO, 6.5 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 20180831012689A](https://openairdocs.org/incident/20180831012689A), Aug 31, 2018: Luscombe 8E, New Carlisle, OH, Destroyed. Aircraft departed runway 27. Pilot reported the engine immediately started running rough and at approximately 150FT AGL the engine stopped. Pilot initiated a… ## Other investigations on N2305K (1) 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. - [NTSB SEA77DTI08](https://openairdocs.org/ntsb/SEA77DTI08), Feb 1, 1977: Luscombe 8E (N2305K), Cut Bank, MT, substantial damage ## Docket (9 files) The files NTSB released with the investigation on May 5, 2021, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=98211. 9.3 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 7 pages, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12142437&FileExtension=pdf&FileName=01%20-%20Pilot%20Report_Redacted-Rel.pdf - Witness statements (item 2, PDF, 3 pages, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12142288&FileExtension=pdf&FileName=02%20-%20Witness%20Statements_Redacted-Rel.pdf - Memorandum of conversation (FAA inspector benjamin roller) (item 3, PDF, 1 page, 74 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12142353&FileExtension=pdf&FileName=03%20-%20Memorandum%20of%20Conversation%20(Benjamin%20Roller)-Rel.pdf - FAA wreckage and engine examination report (item 4, PDF, 15 pages, 4.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12142074&FileExtension=pdf&FileName=04%20-%20FAA%20Wreckage%20Examination%20Report_Redacted-Rel.pdf - FAA email concerning additional wreckage examination (item 5, PDF, 1 page, 174 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12141794&FileExtension=pdf&FileName=05%20-%20FAA%20email%20concerning%20additional%20examination_Redacted-Rel.pdf - Engine logbook (item 6, PDF, 9 pages, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12142447&FileExtension=pdf&FileName=06%20-%20Engine%20Logbook_Redacted-Rel.pdf - Weather data (item 7, PDF, 1 page, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12142298&FileExtension=pdf&FileName=07%20-%20Weather%20Data-Rel.pdf - FAA special airworthiness information bulletin CE-09-35, carburetor icing prevention (item 8, PDF, 3 pages, 106 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12142363&FileExtension=pdf&FileName=08%20-%20SAIB%20CE-09-35%20Carb%20Icing%20Prevention_Redacted-Rel.pdf - Photos (item 9, PDF, 3 pages, 3 photos, 492 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12142636&FileExtension=pdf&FileName=09%20-%20Photos-Rel.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.