Accident Details
On June 1, 2018, at 0734 central daylight time, a Luscombe 8A airplane, registration N72066, experienced a loss of engine power during the departure climb from runway 13 at East Side Airport (3TS0), near Longview, Texas. The pilot, who also served as the mechanic, executed a forced landing to a field near Longview. The airplane sustained substantial damage. The commercial pilot received serious injuries, while the passenger was uninjured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight, not operating on a flight plan. Day visual meteorological conditions prevailed at the time of the accident.
Aircraft Information
The airplane had not flown for approximately 10 years before undergoing a complete restoration and an engine overhaul. Prior to the accident flight, the aircraft had accumulated about two hours of flight time since the restoration. The design did not include a cockpit mixture control, and the airplane was not equipped with one. It had a single fuel tank, no fuel quantity gauges, and no electrical system. The airplane was equipped with an originally vented fuel cap, a fuselage-mounted main fuel tank, and a Continental A-65-1 engine (serial number not provided and unknown).
Pilot Statement
The pilot reported that before the accident flight, fuel quantity was checked using a dipstick and found to be half full, approximately 7–8 gallons, out of a total capacity of 15 gallons. He did not use carburetor heat for takeoff. During the departure climb, the engine lost partial power at about 200 ft above ground level (AGL), regained power for about 10 seconds, then lost all power while climbing through about 400 ft AGL. The pilot performed a forced landing to a field while avoiding powerlines and houses. During touchdown, the airplane nosed over and impacted the ground. The pilot suggested that the accident could have been avoided by not taking off with less than full fuel, noting that the fuel tank is located behind the pilot seat at shoulder height, and the carburetor is approximately at the level of the rudder pedals. In a climb attitude, the carburetor and fuel tank are at the same height, potentially stopping gravity-fed fuel flow. He stated that he had previously flown the airplane for a total of 7 hours with full fuel and had no issues during takeoff.
Post-Accident Examination
Several hours after the accident, the airplane was recovered and examined. Fuel staining was present on the ground where the airplane had overturned, and fuel had drained from the tank due to the nosed-over attitude. No debris was observed in the fuel tank when visually inspected through the fuel cap filler. The gascolator was broken off from impact, and there was no fuel in the lines leading to the carburetor. The carburetor screen and jet contained no debris, and the jet produced a normal spray pattern when tested with water. Engine control continuity from the cockpit throttle to the carburetor was confirmed. The cockpit primer control was extended about 3/8 inch. One propeller blade was relatively straight, while the other was bent backward, consistent with a lack of torsional rotation. The engine exhibited compression, valve train continuity, and drive train continuity. Electrical continuity of the ignition system was confirmed. Spark plugs showed normal coloration except for one spark plug wetted with engine oil, consistent with cylinder rings not having seated during engine break-in.
Regulatory Information
Special Airworthiness Information Bulletin (SAIB) CE-14-09, dated February 13, 2014, was issued for Luscombe Model 8A airplanes with a fuselage-mounted main fuel tank and Continental A-65-1 engine (original production configuration). The SAIB addressed procedures to prevent possible loss of power on takeoff and climb. Flight testing had shown that fuel flow could be interrupted from the fuselage-mounted tank due to acceleration and higher pitch attitudes common in takeoff and climb. The SAIB stated that full carburetor heat on takeoff is unconventional yet necessary to assure continuous fuel flow. Additionally, the vented fuel cap must be installed with the vent opening facing forward. The cap may have lettering indicating the forward direction, and if missing or obscured, should be renewed. During pre-flight inspection, it is advisable to check the vent function by blowing into the vent tube.
The airplane type certificate data sheet, A-694, revision 25, dated February 12, 2014, for Model 8A (approved March 27, 1939), required a placard stating: "FULL CARBURETOR AIR HEAT REQUIRED FOR TAKE-OFF AND LANDING." The airplane was certified under CAR 3 and was not required to have an approved flight manual. The accident airplane did not have the placard installed.