# NTSB WPR10CA334: Luscombe 8E, N2466K, Tillamook, OR, July 4, 2010 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Data collection · Final report - Date: July 3, 2010, 18:20 local (Jul 4, 2010, 01:20 UTC) - Place: Tillamook, OR - Coordinates: 45.417499, -123.814163 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=45.4175&lon=-123.8142&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern final: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report October 21, 2010 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: FAA FSDO - NTSB case key (mKey): 76550 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR10CA334 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/76550/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=76550 - Page: https://openairdocs.org/ntsb/WPR10CA334 ## Probable cause The certified flight instructor’s selection of an inappropriate landing surface and the loss of engine power as a result of the improper use carburetor heat. Contributing to the accident was the flight instructor's inadequate supervision. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Instructor/check pilot (probable cause); cases with it: [Luscombe 8E, 1 case](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=8190112), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Attention/monitoring: task monitoring/vigilance](https://openairdocs.org/ntsb-findings/02021520): Personnel issues › Psychological · Instructor/check pilot (probable cause); cases with it: [Luscombe 8E, 1 case](https://openairdocs.org/ntsb-findings/02021520/cases.md?model=8190112), [All aircraft, 330 cases](https://openairdocs.org/ntsb-findings/02021520/cases.md) - [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Response/compensation (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) - [Ice/rain protection system: intake anti-ice, deice](https://openairdocs.org/ntsb-findings/01023020): Aircraft › Aircraft systems · Incorrect use/operation (probable cause); cases with it: [Luscombe 8E, 1 case](https://openairdocs.org/ntsb-findings/01023020/cases.md?model=8190112), [All aircraft, 108 cases](https://openairdocs.org/ntsb-findings/01023020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern final: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Luscombe 8E, 2 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=8190112), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Landing-flare/touchdown: Abnormal runway contact](https://openairdocs.org/ntsb-events/090); cases with it: [Luscombe 8E, 1 case](https://openairdocs.org/ntsb-events/090/sequence.md?model=8190112), [All aircraft, 1,506 cases](https://openairdocs.org/ntsb-events/090/sequence.md) - [Landing-flare/touchdown: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Luscombe 8E, 9 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=8190112), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis The certified flight instructor (CFI) indicated that he and his student pilot decided to land on the grass next to the runway because the student pilot “had no experience landing on sod.” The CFI stated that abeam the touchdown point they turned on the carburetor heat and that the approach was “normal but a bit low.” The CFI did not alert the student about the low altitude, assuming that they “could power over the tall grass and drop into the grass strip.” On short final the carburetor heat was turned off, and at an altitude of about five feet the student attempted to use power to maintain altitude. The engine did not respond and the student pilot did not reapply the carburetor heat. Subsequently, the airplane touched down short of the intended touchdown point. The CFI was unable to reach the controls prior to the aircraft nosing over. The CFI stated that he had previous experiences with the airplane failing to respond to throttle inputs during landing and that he should have known not to turn off the carburetor heat on short final. The aircraft sustained substantial damage to the fuselage and tail assembly. The CFI reported that there were no known mechanical malfunctions or failures prior to the accident. When plotted on a carburetor icing probability chart, the temperature and dew point fell within an area of the graph noting "Moderate icing cruise power or serious icing glide power." ## Factual narrative The certified flight instructor (CFI) indicated that he and his student pilot decided to land on the grass next to the runway because the student pilot “had no experience landing on sod.” The CFI stated that abeam the touchdown point they turned on the carburetor heat and that the approach was “normal but a bit low.” The CFI did not alert the student about the low altitude, assuming that they “could power over the tall grass and drop into the grass strip.” On short final the carburetor heat was turned off, and at an altitude of about five feet the student attempted to use power to maintain altitude. The engine did not respond and the student pilot did not reapply the carburetor heat. Subsequently, the airplane touched down short of the intended touchdown point. The CFI was unable to reach the controls prior to the aircraft nosing over. The CFI stated that he had previous experiences with the airplane failing to respond to throttle inputs during landing and that he should have known not to turn off the carburetor heat on short final. The aircraft sustained substantial damage to the fuselage and tail assembly. The CFI reported that there were no known mechanical malfunctions or failures prior to the accident. When plotted on a carburetor icing probability chart, the temperature and dew point fell within an area of the graph noting "Moderate icing cruise power or serious icing glide power." ## Aircraft - Registration: [N2466K](https://openairdocs.org/deregistered/N2466K-2018-01-02), registration cancelled 2018-01-02, S/N 5193, built 1947 (OpenAirDocs) - Reported make and model: LUSCOMBE 8E - 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: 5193 - Airframe hours: 4064 - Engines: Continental C85 Series 85 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Linscheid Glen A - Registered owner: Linscheid Glen A - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 11, 2010, 20 hours before - Departed: 7S5, Independence, OR - Destination: KTMK, Tillamook, OR - Airport: KTMK, Tillamook Airport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 60; injuries: minor; private, commercial, flight instructor; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review April 21, 2009; seat: right; flight hours: 3,508 total, 200 in this make and model, 3,503 as pilot in command, 20 in the last 90 days, 15 in the last 30 days, 0 in the last 24 hours - Student pilot; age 48; injuries: minor; student; medical: class 3; last flight review July 3, 2010; seat: left; flight hours: 45 total, 21 in this make and model, 20 as pilot in command, 9 in the last 90 days, 8 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 290° at 14 knots, gusting 20 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 63 °F, dew point 54 °F - Altimeter: 30.17 inHg - Observed at: TMK ## 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 20100703038949A](https://openairdocs.org/incident/20100703038949A), Jul 3, 2010: Luscombe 8E, Tillamook, OR, Substantial damage. On July 3, 2010, at approximately 7:15 pm, N2466K, a Luscombe 8E made a low approach to a grass strip at the Tillamook Airport (tmk). The main landing gear and… ## Docket (2 files) The files NTSB released with the investigation on July 22, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=76550. 539 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 451 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40333156&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Carburettor Icing-Probalility Chart (item 2, .PDF, 89 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40333155&FileExtension=.PDF&FileName=Carburettor%20Icing-Probalility%20Chart-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.