# NTSB WPR13FA083: Luscombe 8A, N45923, Oceano, CA, January 3, 2013 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: January 2, 2013, 16:05 local (Jan 3, 2013, 00:05 UTC) - Place: Oceano, CA - Coordinates: 35.066112, -120.618331 - Nearby events: https://openairdocs.org/map.md?lat=35.0661&lon=-120.6183&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering-low-alt flying: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report January 20, 2015 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 85940 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR13FA083 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/85940/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=85940 - Page: https://openairdocs.org/ntsb/WPR13FA083 ## Probable cause The pilot’s failure to maintain airplane control and his improper decision to begin a low-level maneuver at an altitude that was not sufficient for recovery before ground impact. Contributing to the accident was the pilot’s impairment from marijuana use. ## 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 · Pilot (probable cause); cases with it: [Luscombe 8A, 4 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=8190104), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Performance/control parameters: altitude](https://openairdocs.org/ntsb-findings/01062012): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Luscombe 8A, 5 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md?model=8190104), [All aircraft, 1,310 cases](https://openairdocs.org/ntsb-findings/01062012/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) - [Impairment/incapacitation: illicit drug](https://openairdocs.org/ntsb-findings/02012020): Personnel issues › Physical · Pilot (probable cause); cases with it: [Luscombe 8A, 1 case](https://openairdocs.org/ntsb-findings/02012020/cases.md?model=8190104), [All aircraft, 67 cases](https://openairdocs.org/ntsb-findings/02012020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering-low-alt flying: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241) (defining event); cases with it: [Luscombe 8A, 5 cases](https://openairdocs.org/ntsb-events/241/sequence.md?model=8190104), [All aircraft, 1,529 cases](https://openairdocs.org/ntsb-events/241/sequence.md) - [Uncontrolled 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 Witnesses reported that they observed the airplane flying low above the beach before it ascended abruptly. When the airplane was about 150 to 200 feet above the ground, the ascent stopped, and the airplane then descended in a nose low attitude to ground impact. Witnesses also reported that the engine sounded normal during the accident sequence. Postaccident examination of the airframe and engine revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. The pilot had a reported history of marijuana abuse. Toxicology testing on the pilot was positive for tetrahydrocannabinol at levels that indicate he was likely impaired during the flight. This impairment likely affected the pilot's ability to maintain airplane control and his decision to begin a low-level flight maneuver at an altitude that was not sufficient for recovery before impact with the ground. ## Factual narrative The two-seat, high-wing, fixed-gear airplane, serial number 2450, was manufactured in 1946. It was powered by a Continental Motors A-65-8, 65 horsepower engine and was equipped with a fixed-pitch propeller. The airplane's maintenance logbooks were not located. On January 2, 2013, about 1605 Pacific standard time, a Luscombe 8A, N45923, was substantially damaged when it impacted terrain about 2 miles south of the Oceano County Airport (L52), Oceano, California. The commercial pilot was fatally injured. The airplane was registered to, and operated by, the pilot as a 14 Code of Federal Regulations (CFR) Part 91 local personal flight. Visual meteorological conditions prevailed and no flight plan was filed. The flight originated from L52 at an unknown time. Witnesses reported that they observed the airplane flying low above the beach when it ascended abruptly. When the airplane was approximately 150-200 feet above the ground, it appeared to stop and descended abruptly before it impacted the sand dunes below. The witnesses did not see the initial impact, but they observed the airplane bounce. Witnesses reported that the engine sounded normal during the accident sequence. The autopsy was performed on the pilot by the San Luis Obispo County Sheriff – Coroner Office in San Luis Obispo, California. The cause of death was sharp force injury and the autopsy noted that the pilot had an enlarged heart. Toxicology testing detected tetrahydrocannabinol in lung (0.0485 ug/ml), liver (0.011 ug/ml), and blood (0.0062 ug/ml). Tetrahydrocannabinol carboxylic acid, was detected in urine (0.0965 ug/ml), liver (0.0369 ug/ml), blood (0.0067 ug/ml), and lung (0.0053 ug/ml). The pilot had a history of cannabis abuse with a positive Department of Transportation required random test in 1999. The FAA had evaluated his history and determined him to be eligible for a second class medical certificate in 2003 and thereafter. Although additional random drug tests were recommended, they were not performed. For more detailed information see the Medical Factual Report located in the accident docket. The nearest weather reporting station, San Luis Obispo Regional Airport (SBP), located approximately 10 miles north of the accident site reported at 1756, calm wind, 10 statute miles of visibility, clear skies, temperature 17 degrees C, dewpoint -6 degrees C, and an altimeter reading of 30.08 inches of mercury. At the time of the accident, the pilot, age 56, held a commercial pilot certificate with airplane single- and multi-engine land privileges. The pilot also held an airframe and powerplant mechanics certificate. The pilot's most recent Federal Aviation Administration (FAA) second class medical was issued on October 1, 2012 with the restriction that he must possess glasses for near and intermediate vision. During his examination, the pilot reported he had a total of 7,000 flight hours, 185 of which were within the six months preceding the examination. The pilot's logbooks were notlocated. Engine Examination The engine was removed from the firewall and slung from a hoist. Initial visual inspection of the recovered engine revealed no visual anomalies. The cylinder rocker covers and spark plugs were removed; the spark plug electrode areas were consistent with 'worn out - normal' when compared to the Champion AV-27 chart. The valves were undamaged and contained no abnormal thermal discoloration. When the propeller was rotated by hand, thumb compression was established on all cylinders, all valves moved in sequence and had similar amounts of lift, and the accessory gears rotated. The carburetor was fracture separated at the throttle plate neck; both pieces of the carburetor were removed from the engine. Sand was found inside of the carburetor and was consistent with the sand on scene. Both the throttle and mixture levers moved freely from stop to stop when manipulated by hand. The carburetor bowl was removed; there was no fuel in the carburetor bowl or the undamaged metal float. The oil screen was removed and contained some carbon flakes. The wreckage debris path was approximately 720 feet long with a heading of about 19 degrees. The first identified point of impact was a divot on the ridge of a sand dune that was consistent with a tire mark. Almost immediately following the initial point of impact was an about 8 foot by 3 foot section of heavily disrupted sand, with three foot wide sliding marks extending toward an approximate 2 foot by 6 inch impact point. After the impact point, there was about 7 feet of undisturbed sand followed by the main wreckage, which was a total of about 120 feet beyond the first point of impact. The final piece of debris was a wheel that was located about 600 feet beyond the main wreckage on the other side of a second sand dune. Examination of the main wreckage revealed that the airplane came to rest in a nose low attitude. The forward fuselage sustained extensive crush damage, and the cabin area came to rest on top of the engine. The aft fuselage and empennage were still attached by the airplane's belly skin; however, it was folded underneath the airplane's wings and came to rest inverted in the sand. The empennage sustained minimal damage. The left and right horizontal stabilizers had a different paint scheme from the rest of the yellow empennage and airframe. The wings were still attached to the cabin and mostly intact; both wings sustained leading edge crushing throughout. Evidence of corrosion was noted at the wing spar attachment points and scattered throughout the remainder of the airframe. Flight control continuity was established from the cockpit controls to their respective flight control surfaces. ## Aircraft - Registration: [N45923](https://openairdocs.org/deregistered/N45923-2014-10-09), registration cancelled 2014-10-09, S/N 2450, 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: 2450 - Year built: 1946 - Engines: CONT MOTOR A&C65 SERIES 65 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Glen P Ray - Registered owner: Glen P Ray - Airworthiness certificate: Standard, Normal - Departed: L52, Oceano, CA - Destination: L52, Oceano, CA - Airport: L52, Oceano County Airport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 56; injuries: fatal; commercial; airplane ratings: single-engine land, multi-engine land; medical: class 2, with waivers/limitations; restraint: lap only; toxicology performed; flight hours: 7,000 total, 99,999 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 63 °F, dew point 21 °F - Altimeter: 30.07 inHg - Observed at: SBP, 10 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 20130102000069A](https://openairdocs.org/incident/20130102000069A), Jan 2, 2013: Luscombe 8A, Oceano, CA, Destroyed, 1 fatal. Pilot was observed operating his aircraft below 500 foot AGL buzzing beach area for several hours. At approximately 4 p.m. another observer reported aircraft… ## Docket (7 files) The files NTSB released with the investigation on January 8, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=85940. 1.9 MB in all. - NTSB Medical Factual Report (item 1, .PDF, 217 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420723&FileExtension=.PDF&FileName=NTSB%20Medical%20Factual%20Report-Master.PDF - Google Earth Map of Wreckage (item 2, .PDF, 78 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420724&FileExtension=.PDF&FileName=Google%20Earth%20Map%20of%20Wreckage-Master.PDF - Weather Reports and Records (item 3, .PDF, 17 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40401003&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Witness Statements (item 4, .PDF, 105 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40401006&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - Engine and Airframe Examination (item 5, .PDF, 10 photos, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40401007&FileExtension=.PDF&FileName=Engine%20and%20Airframe%20Examination-Master.PDF - Toxicological Report (item 6, .PDF, 126 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404454&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Photo 1 - Overview of Accident Scene (item 7, .PDF, 260 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420725&FileExtension=.PDF&FileName=Photo%201%20-%20Overview%20of%20Accident%20Scene-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.