Luscombe 8E N2466K

Summary

On 4 July 2010 at about 01:20 local time, a Luscombe 8E registered N2466K, operated by Linscheid Glen A, was involved in an accident near Tillamook, Oregon, United States. 2 people were on board and 2 had minor injuries. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

4 July 2010 at 01:20

Classification

Accident

Location

Tillamook, Oregon, United States

Nearest airport

Tillamook Airport (KTMK)

Coordinates

45.4175, -123.8142

Aircraft

Luscombe 8E

Registration

N2466K

Category

Airplane

Engines

1

Operator

Linscheid Glen A

Operating rule

Part 91: General Aviation

Purpose of flight

Instructional

Phase of flight

Not recorded

Route

Independence → Tillamook

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

WPR10CA334

2 people had minor injuries.

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.

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

Read the full NTSB 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."

Quoted verbatim from the NTSB record.