# NTSB CEN22LA423: Luscombe 8, N25144, Kingsbury, TX, September 10, 2022 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Class 3 · Limited · Final report - Date: September 10, 2022, 15:30 local (20:30 UTC) - Place: Kingsbury, TX · Field full of trees. - Coordinates: 29.631299, -97.805424 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=29.6313&lon=-97.8054&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 San Antonio FSDO - NTSB case key (mKey): 105951 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN22LA423 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/105951/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=105951 - Page: https://openairdocs.org/ntsb/CEN22LA423 ## Probable cause A total loss of engine power due to a failure of the ignition switch from carbon tracking, which resulted in a forced landing and a subsequent impact with trees. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Ignition system: switching](https://openairdocs.org/ntsb-findings/01057430): Aircraft › Aircraft power plant · Fatigue/wear/corrosion (probable cause); cases with it: [Luscombe 8A, 1 case](https://openairdocs.org/ntsb-findings/01057430/cases.md?model=8190104), [All aircraft, 9 cases](https://openairdocs.org/ntsb-findings/01057430/cases.md) - [Engine (reciprocating)](https://openairdocs.org/ntsb-findings/01058500): Aircraft › Aircraft power plant · Failure (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) - [Ignition system: switching](https://openairdocs.org/ntsb-findings/01057430): Aircraft › Aircraft power plant · Failure (probable cause); cases with it: [Luscombe 8A, 1 case](https://openairdocs.org/ntsb-findings/01057430/cases.md?model=8190104), [All aircraft, 9 cases](https://openairdocs.org/ntsb-findings/01057430/cases.md) - [Object/animal/substance: tree(s)](https://openairdocs.org/ntsb-findings/03022020): Environmental issues › Physical environment · Contributed to outcome (probable cause); cases with it: [Luscombe 8A, 6 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md?model=8190104), [All aircraft, 933 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [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) - [Initial climb: Attempted remediation/recovery](https://openairdocs.org/ntsb-events/060); cases with it: [Luscombe 8A, 6 cases](https://openairdocs.org/ntsb-events/060/sequence.md?model=8190104), [All aircraft, 1,422 cases](https://openairdocs.org/ntsb-events/060/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Luscombe 8A, 10 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=8190104), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490); cases with it: [Luscombe 8A, 6 cases](https://openairdocs.org/ntsb-events/490/sequence.md?model=8190104), [All aircraft, 1,309 cases](https://openairdocs.org/ntsb-events/490/sequence.md) ## Analysis The pilot reported that the airplane’s engine lost power at an altitude of about 400 ft agl after takeoff. He attempted to glide to an open field but landed in a wooded area after he realized the airplane would not reach the field. The pilot’s attempts to troubleshoot the power loss were unsuccessful. The airplane sustained substantial damage to the fuselage, both wings, and the empennage. Postaccident examination revealed carbon tracking inside the ignition switch that interfered with the proper operation of the ignition switch as evidenced by testing using a multimeter. Once the carbon tracking was cleaned, the ignition switch operated normally. It is likely that the carbon tracking present in the ignition switch resulted in a short, that caused both magnetos to stop functioning and ultimately the engine ceased producing power. Based on the available evidence, it could not be determined how long the carbon tracking had been present inside the ignition switch. ## Factual narrative On September 10, 2022, about 1530 central daylight time, a Luscombe 8A airplane, N25144, sustained substantial damage when it was involved in an accident near Kingsbury, Texas. 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, who is also the mechanic, he had not flown the airplane “for some time.” The pilot performed the preflight inspection with no anomalies noted. The fuel tank was full of fuel, the fuel vent was checked, and he “sumped” the fuel tank. The pilot started the airplane, taxied to the north end of the runway, and performed the run-up procedure with no anomalies noted. As part of the run-up procedure, both magnetos, the carburetor heat, and the fuel system were all checked. The airplane took off from the runway and the pilot noticed the engine was “performing very well.” The airplane climbed to about 400 ft agl and the pilot initiated a left turn. About halfway through the turn, the engine sustained a total loss of engine power. The pilot reported there was “no cough” or “no sputter” and the engine “just died.” The pilot attempted to troubleshoot the loss of engine power to no avail. The pilot maneuvered the airplane for a forced landing to an open field. The pilot then realized the airplane would not make the open field and maneuvered the airplane for a wooded area. The airplane came to rest in trees. The pilot was able to egress from the airplane without further incident. The pilot reported that at the time of the loss of engine power the engine was operating at full power. The pilot assessed that perhaps a short occurred in the ignition switch, that resulted in the loss of engine power. The airplane sustained substantial damage to the fuselage, both wings, and the empennage. A postaccident examination revealed that the airplane was not equipped with a starter. The ground to the key-operated ignition switch (Bendix, part number 10-357290-1A) was found disconnected. The pilot surmised that he may have pulled off the ground lead when he removed the ignition switch from the panel. The p-leads for the left, right, and both positions were checked with a multimeter. The readings for the p-leads varied from open to closed, along with varied ohm, or resistance, readings. The ignition switch was then disassembled, and carbon tracking, a buildup of carbon that interfered with electrical continuity, was observed. A substantial amount of carbon tracking was found inside the ignition switch, particularly on the contacts. The contacts in the ignition switch were then cleaned and the ignition switch was reassembled. The p-leads were checked again with a multimeter, the varied ohm readings were no longer present, and the ignition switch appeared to function normally with the multimeter. There were no issues noted with the magnetos, the ignition harness, and the spark plugs. The magnetos are electrically independent, except at the ignitionswitch, and both magnetos produced spark when checked. The pilot reported that while the ignition switch was not originally installed by the manufacturer, but it had been in the airplane for over 40 years. He additionally reported that he had no previous issues with the ignition switch, the ignition switch was never overhauled, nor was he aware of an overhaul schedule for the ignition switch. According to the manufacturer, the maintenance requirements for the ignition switch are based on condition. The Federal Aviation Administration has published the Aviation Maintenance Technician Handbook – Powerplant Volume 1. This document defines carbon tracking for an ignition system and states in part: Flashover can lead to carbon tracking, which appears as a fine pencil-like line on the unit across which flashover occurs. The carbon trail results from the electric spark burning dirt particles that contain hydrocarbon materials. The water in the hydrocarbon material is evaporated during flashover, leaving carbon to form a conducting path for current. When moisture is no longer present, the spark continues to follow the carbon track to the ground. ## Aircraft - Registration: [N25144](https://openairdocs.org/aircraft/N25144), registered now, S/N 1068, built 1939 (OpenAirDocs) - Reported make and model: LUSCOMBE 8 (A) - 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: 1068 - Year built: 1939 - Airframe hours: 2221 - Engines: Continental Motors A-65-8 65 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 1, 2021 - Departed: 85TE, Kingsbury, TX - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 67; injuries: minor; flight engineer, airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: basicmed, without waivers/limitations; last flight review November 11, 2021; seat: left; restraint: lap only; flight hours: 10,000 total, 400 in this make and model, 4,000 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 180° at 8 knots, gusting 16 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 95 °F, dew point 64 °F - Altimeter: 29.90 inHg - Observed at: KBAZ, 13 nm away - METAR: KBAZ 101951Z 18008G16KT 10SM CLR 35/18 A2990 RMK AO2 SLP116 T03500183 ## 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 20220910015379A](https://openairdocs.org/incident/20220910015379A), Sep 10, 2022: Luscombe 8A, Kingsbury, TX, Substantial damage. Aircraft departed old kingsland Aerodrome on rnwy 14. During climbout aircraft lost power. ## Docket (5 files) The files NTSB released with the investigation on June 28, 2023, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=105951. 10.0 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 9 pages, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14693118&FileExtension=pdf&FileName=NTSB%20Form%206120_1%20Redacted-Rel.pdf - Accident photographs (item 2, PDF, 6 pages, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14692517&FileExtension=pdf&FileName=Accident%20Photographs-Rel.pdf - Record of conversation - federal aviation administration (item 3, PDF, 2 pages, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14692527&FileExtension=pdf&FileName=CEN22LA423%20FAA%20MOR-Rel.pdf - Pilot and manufacturer emails (item 4, PDF, 6 pages, 352 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14780633&FileExtension=pdf&FileName=Pilot%20and%20Manufacturer%20Emails%20Redacted-Rel.pdf - Maintenance records (item 5, PDF, 12 pages, 6.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14692275&FileExtension=pdf&FileName=Maintenance%20Records%20Redacted-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.