Luscombe 8A N1120B

Summary

On 1 May 2007 at about 21:15 local time, a Luscombe 8A registered N1120B was involved in an accident near Fruitport, Michigan, United States. 2 people were on board and 2 were seriously injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

1 May 2007 at 21:15

Classification

Accident

Location

Fruitport, Michigan, United States

Nearest airport

Flying-a-Ranch (39Z)

Coordinates

43.1050, -86.1236

Aircraft

Luscombe 8A

Registration

N1120B

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Fruitport → Unknown

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

CHI07LA126

2 people were seriously injured.

The flight instructor failed to use carburetor heat during takeoff in icing conditions. A factor was the power line pole.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

During the climb out the engine lost power. The CFI lowered the nose to establish a glide speed of about 65-70 mph and executed a forced landing to a field. He applied carburetor heat, switched magnetos, and pumped the throttle but with no effect. The CFI saw power line wires and tried to avoid them by going under the wires, but the airplane's right wing hit a power line pole. The airplane rotated to the right and landed in the ditch next to a road. The engine was put on an engine test stand and the engine run revealed that it met operational specifications. The temperature was 16 degrees Celsius and the dew point was 12 degrees Celsius. The mechanic who conducted the airplane's annual inspection five months earlier and who received dual instruction in the airplane before the accident flight stated that he encountered carburetor icing while taxiing and while in cruise flight. A review of two Luscombe owners' handbooks from the late 1940s and early 1950s found guidance recommending full carburetor heat for takeoffs and landings. A placard located next to the carburetor heat lever on the instrument panel stated the following: "Full Carburetor Air Heat Required for Takeoff and Landing." Although originally intended to correct fuel flow problems in early model 8As (during takeoffs with high pitch attitudes), the placard comports with Luscombe 8A owners and pilot operating manual guidance on carburetor icing avoidance. The certificated flight instructor reported that he had not applied carburetor heat until the engine lost power after takeoff.

Quoted verbatim from the NTSB record.