# NTSB CEN21LA400: Luscombe 8A, N2071K, Fort Wayne, IN, September 4, 2021 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Class 3 · Limited · Final report - Date: September 4, 2021, 14:30 local (18:30 UTC) - Place: Fort Wayne, IN - Coordinates: 40.980917, -85.187897 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.9809&lon=-85.1879&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: FAA - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 103803 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN21LA400 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/103803/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=103803 - Page: https://openairdocs.org/ntsb/CEN21LA400 ## Probable cause The total loss of engine power after takeoff due to the formation of carburetor ice while on the ground and the pilot’s failure to apply carburetor heat immediately before takeoff. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine (reciprocating)](https://openairdocs.org/ntsb-findings/01058500): Aircraft › Aircraft power plant · Inoperative (probable cause); cases with it: [Luscombe 8A, 5 cases](https://openairdocs.org/ntsb-findings/01058500/cases.md?model=8190104), [All aircraft, 497 cases](https://openairdocs.org/ntsb-findings/01058500/cases.md) - [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); 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) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Luscombe 8A, 8 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=8190104), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Fuel related](https://openairdocs.org/ntsb-events/190); cases with it: [Luscombe 8A, 1 case](https://openairdocs.org/ntsb-events/190/sequence.md?model=8190104), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md) - [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Luscombe 8A, 8 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=8190104), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: 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 and three other airplanes were conducting a cross-country flight. After refueling, the airplanes taxied to the runway run-up area, and the pilot completed his preflight checklist. Shortly after takeoff, about 200 to 300 ft above ground level, the engine began operating rough, which included some surging, and then lost power. The pilot attempted to land on the opposite runway, which resulted in a landing with a 9- to 12-knot tailwind. Due to the tailwind, the airplane touched down near the end of the runway. Realizing the airplane would not stop before the end of the runway, the pilot turned the airplane to the right and exited the runway surface. The airplane entered a soybean field and nosed over. The airplane sustained substantial damage to the fuselage and vertical stabilizer. Postaccident examination of the engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. Weather conditions reported at the time of the accident were conducive to serious carburetor icing at glide power. The pilot reported that during the takeoff, the carburetor heat was off. Therefore, it is likely that carburetor ice accumulated during taxi and run-up before the takeoff, which resulted in a loss of engine power. ## Factual narrative On September 4, 2021, about 1430 eastern daylight time, a Luscombe 8A airplane, N2071K, was substantially damaged when it was involved in an accident near Fort Wayne, Indiana. The pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, he and the pilots of three other airplanes were conducting a cross-country return flight to Pennsylvania. After refueling, the airplanes taxied to runway 23, and the pilot completed his preflight checklist. Shortly after takeoff, about 200 to 300 ft above ground level, the engine began operating rough, which included some surging, and then lost power. The pilot attempted to land on runway 5, which resulted in a landing with a 9-to-12 knot tailwind. Due to the tailwind, the airplane touched down near the end of runway 5. Realizing the airplane would not stop before the end of the runway, the pilot turned the airplane to the right and exited the runway surface. The airplane entered a soybean field and nosed over. The airplane sustained substantial damage to the fuselage and vertical stabilizer. The pilot stated he used carburetor heat during the engine run-up and noticed a drop in engine rpm but did not use carburetor heat during the taxi and before takeoff. Postaccident examination by a Federal Aviation Administration (FAA) inspector and a mechanic revealed that both magnetos produced spark on all spark plugs. A cylinder compression check revealed one cylinder that showed low compression; however, the low compression was attributed to a cold compression check. The carburetor, venturi, and throttle valve were intact, and no anomalies noted. The oil filter was clear of contaminants. According to the carburetor ice probability chart, the atmospheric conditions at the time of the accident were conducive to serious icing at glide power. FAA Special Airworthiness Information Bulletin (CE-09-35) – Carburetor Icing Prevention, stated that: …pilots should be aware that carburetor icing doesn't just occur in freezing conditions, it can occur at temperatures well above freezing temperatures when there is visible moisture or high humidity. Icing can occur in the carburetor at temperatures above freezing because vaporization of fuel, combined with the expansion of air as it flows through the carburetor, (Venturi Effect) causes sudden cooling, sometimes by a significant amount within a fraction of a second. Carburetor ice can be detected by a drop in rpm in fixed pitch propeller airplanes and a drop in manifold pressure in constant speed propeller airplanes. In both types, usually there will be a roughness in engine operation. FAA Advisory Circular (AC 20-113) – Pilot precautions and procedures to be taken in preventing aircraft reciprocating engine induction system and fuel system icing problems, stated that: …(4) When the relative humidity is about 50 percent and the temperature is below 70° F., apply carburetor heat brieflyimmediately before takeoff, particularly with float type carburetors, to remove any ice which may have been accumulated during taxi and runup. Generally, the use of carburetor heat for taxiing is not recommended because of possible ingestion of foreign matter on some installations which have the unfiltered air admitted with the control in the HOT or ALTERNATE AIR positions. ## Aircraft - Registration: [N2071K](https://openairdocs.org/aircraft/N2071K), registered now, S/N 4798, built 1947 (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: 4798 - Year built: 1947 - Airframe hours: 2143 - Engines: Continental Motors C-85 85 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 25, 2020 - Destination: FKL, Franklin, PA - Airport: SMD, Smith Fld, runway 05/23, 3,126 × 100 ft, asphalt - Equipment: ADS-B, Handheld GPS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 72; injuries: none; private; airplane ratings: single-engine land; medical: basicmed, without waivers/limitations; last flight review August 4, 2021; seat: left; restraint: 3-point; flight hours: 637 total, 257 in this make and model, 637 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 240° at 16 knots, gusting 25 - Visibility: 10 statute miles - Lowest ceiling: 5,000 ft broken - Temperature: 72 °F, dew point 61 °F - Altimeter: 29.94 inHg - Observed at: KFWA, 1 nm away - METAR: KFWA 041854Z 24016G25KT 10SM FEW030 BKN050 OVC095 22/16 A2994 RMK AO2 SLP134 T02220161 $ ## 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 20210904014049A](https://openairdocs.org/incident/20210904014049A), Sep 4, 2021: Luscombe 8A, Fort Wayne, IN, Substantial damage. On September 4, 2021, at approximately 1430 eastern daylight time, a Luscombe 8A aircraft, N2071K, overran runway 5 at Smith Field (smd), Fort Wayne, Indiana.… ## Other investigations on N2071K (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 CHI85LA313](https://openairdocs.org/ntsb/CHI85LA313), Jul 25, 1985: Luscombe 8A (N2071K), Valparaiso, IN, substantial damage ## Docket (7 files) The files NTSB released with the investigation on January 27, 2023, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=103803. 2.6 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 7 pages, 871 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12748298&FileExtension=pdf&FileName=Pilot%206120_Redacted-Rel.pdf - Record of conversation FAA inspector (item 2, PDF, 1 page, 160 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12748491&FileExtension=pdf&FileName=ROC%20Inspector-Rel.pdf - Mechanic statement (item 3, PDF, 1 page, 121 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12748232&FileExtension=pdf&FileName=N2071K%20Mechanic%20Statement_Redacted-Rel.pdf - Carburetor icing probability graph (item 4, PDF, 1 page, 336 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12749656&FileExtension=pdf&FileName=Carburetor%20Icing%20Probability%20Graph-Rel.pdf - FAA SAIB carburetor icing prevention (item 5, PDF, 3 pages, 107 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12748582&FileExtension=pdf&FileName=CE-09-35-Rel.pdf - FAA ac 20-113 reciprocating engine icing problems (item 6, PDF, 6 pages, 406 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12749439&FileExtension=pdf&FileName=AC%2020-113%20-%20Pilot%20Precautions%20and%20Procedures%20to%20be%20taken%20in%20Preventing%20Aircraft%20Reciprocating%20Engine%20Induction%20System%20and%20Fuel%20System%20Icing%20Problems-Rel.pdf - Photo array (item 7, PDF, 2 pages, 610 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12749849&FileExtension=pdf&FileName=Photo%20Array-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.