Accident Details
On September 4, 2021, at approximately 1430 eastern daylight time, a Luscombe 8A airplane, registration N2071K, sustained substantial damage during an accident near Fort Wayne, Indiana. The pilot, who was the sole occupant, reported minor injuries. The flight was conducted as a personal cross-country return to Pennsylvania under Title 14 Code of Federal Regulations Part 91.
The pilot stated that he and three other pilots had refueled and then taxied to runway 23, where he completed his preflight checklist. Shortly after takeoff, at an altitude of about 200 to 300 feet above ground level, the engine began operating roughly, with surging, and then lost power. The pilot attempted to land on runway 5, which resulted in a landing with a 9-to-12 knot tailwind. Due to the tailwind, the airplane touched down near the end of runway 5. Realizing that the airplane would not stop before the runway's end, the pilot turned the airplane to the right and exited the runway surface. The airplane entered a soybean field and nosed over. The accident caused substantial damage to the fuselage and vertical stabilizer.
The pilot noted that he had used carburetor heat during the engine run-up and observed a drop in engine revolutions per minute (rpm), but he did not use carburetor heat during taxi or before takeoff.
Postaccident Examination
A postaccident examination conducted by a Federal Aviation Administration (FAA) inspector and a mechanic revealed that both magnetos produced spark on all spark plugs. A cylinder compression check showed one cylinder with low compression, but this was attributed to the engine being cold during the check. The carburetor, venturi, and throttle valve were intact with no anomalies noted. The oil filter was clear of contaminants.
Carburetor Icing Conditions
According to the carburetor ice probability chart, the atmospheric conditions at the time of the accident were conducive to serious icing at glide power. The FAA Special Airworthiness Information Bulletin (CE-09-35) – Carburetor Icing Prevention, states that carburetor icing can occur at temperatures above freezing when there is visible moisture or high humidity, due to the cooling effect of fuel vaporization and air expansion in the carburetor. The bulletin notes that carburetor ice can be detected by a drop in rpm in fixed-pitch propeller airplanes and roughness in engine operation. Additionally, FAA Advisory Circular (AC 20-113) advises that when relative humidity is about 50 percent and temperature is below 70°F, carburetor heat should be applied briefly immediately before takeoff to remove any ice accumulated during taxi and runup, though the use of carburetor heat for taxiing is generally not recommended due to potential ingestion of foreign matter on some installations.