History of Flight
On August 1, 2012, at approximately 1400 eastern daylight time, a Luscombe 8A, registration N2761K, was substantially damaged when it impacted the ground after losing control during takeoff from Albert Whitted Airport (SPG) in St. Petersburg, Florida. The private pilot/owner was fatally injured, and the flight instructor sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight conducted under 14 CFR Part 91.
The flight instructor provided a written statement. He reported that a preflight inspection revealed no anomalies, and engine start and pre-takeoff checks were normal. The fuel tank was filled to capacity with 14 gallons. The flight was cleared for takeoff from runway 25 at the intersection with taxiway B, with the pilot conducting the takeoff. The carburetor heat control was off for maximum power. The engine produced full power during the takeoff roll until reaching about 100 feet above ground. Shortly after, the instructor heard an audible loss of power, confirmed by the tachometer varying between 1,800 and 2,100 rpm. The engine did not sputter or run rough. The airplane began to descend; the pilot applied carburetor heat, and the instructor took control. With insufficient runway remaining and obstacles ahead, the instructor attempted to maneuver toward the ramp south of the runway. The airplane impacted the runway in a nose-down attitude and came to rest inverted. The instructor attempted to turn the fuel selector off before egressing and then assisted in extricating the pilot.
Four witnesses observed the takeoff. They reported the airplane reached 20-40 feet altitude before the engine began to sputter and miss. One witness described the airplane rocking side to side at slow airspeed, making a sharp left turn, descending nose-first, and impacting the runway.
Personnel Information
The pilot held a private pilot certificate with single-engine land and instrument ratings. His logbooks were not recovered; his most recent FAA third-class medical certificate was issued in June 1978. The flight instructor held a commercial pilot certificate with single- and multi-engine land and sea, and instrument ratings, as well as a flight instructor certificate. His most recent FAA second-class medical was issued in December 2011. He had accumulated about 940 flight hours. The instructor stated that the pilot had not flown in over 30 years and needed a flight review; he had completed seven or eight flights with the pilot before the accident.
Aircraft Information
The airplane was manufactured in 1947 and registered to the owner in April 2012. It was powered by a Continental A-65-8, 65-hp engine. The most recent annual inspection was completed on February 13, 2012, at 1135.6 total time; about 19 hours had been accumulated since. The airplane had a standard airworthiness certificate but met the definition of a Light Sport Aircraft. The empty weight was 838 lbs, maximum gross weight 1,260 lbs. The pilot's weight was 203 lbs (from autopsy), the instructor's weight 203 lbs (from medical certificate). Fuel weight at capacity was about 84 lbs, resulting in an estimated gross weight of 1,328 lbs at the time of the accident.
Meteorological Information
The 1400 weather observation at SPG: winds from 260° at 8 knots, 10 statute miles visibility, few clouds at 3,000 feet, temperature 30°C, dew point 25°C, altimeter 29.98 inHg. The icing probability chart indicated potential for carburetor icing at glide and cruise power.
Wreckage and Impact Information
The airplane came to rest inverted about 100 feet from the blast fence at the departure end of runway 25. The initial impact point was a ground scar about 1.5 feet long in the grass near the runway edge. About 16 feet past, a small crater was observed in the runway. Two abrasions consistent with propeller dimensions extended from the crater. The airplane rested about 20 feet past the crater. The engine was displaced aft into the firewall; cockpit area had significant crush damage. Fuel staining was present. The propeller remained attached with scratching and gouging; one blade had slight S-bending. Engine spark plugs showed normal wear; powertrain continuity was confirmed. The carburetor was impact damaged and void of fuel; float bowl absent of fuel, water, and debris; float undamaged; fuel intake screen clear. Flight control continuity was established. The fuel selector valve was found off; no fuel remained in the tank. Carburetor heat control was extended aft about 1 inch; mixture control full rich; throttle full power.
Additional Information
At the time of the accident, density altitude was approximately 2,070 feet. The airplane's Owner's Handbook stated that reduced air density reduces wing lift and engine power, increasing takeoff and landing distances and reducing climb rate.
Airworthiness Maintenance Bulletin No. 40, issued in February 1941, addressed engine failures on takeoff in Luscombe 8A airplanes, attributing them to insufficient fuel pressure due to backward surge in fuel lines during acceleration. It recommended installing a revised fuel tank cap and following certain precautions. As a result, the airplane was required to have a placard reading "Full carburetor air heat required for takeoff and landing." This placard was present and in good condition. The Type Certificate Data Sheet stated the placard's purpose was to address possible inadequate fuel flow during takeoff acceleration and climb; carburetor ice was not a basic consideration.
The Luscombe Endowment noted that in 8A airplanes with 65- or 75-hp engines and a single fuselage tank, carburetor heat is required on takeoff and landing. In low fuel conditions, a high angle of climb could cause the engine fuel inlet to be higher than the tank outlet, disrupting fuel flow. Carburetor heat reduces power output, preventing such a climb angle.
Medical and Pathological Information
An autopsy on the pilot listed cause of death as "blunt trauma." Toxicological testing detected Carvedilol, Citalopram, N-Desmethylcitalopram, and Tamsulosin in various specimens.