Accident Overview
On February 11, 2025, about 1010 eastern standard time, a Luscombe 8A, registration N77989, was substantially damaged when it struck trees during landing at Hampton Airfield (7B3) in Hampton, New Hampshire. The private pilot, operating under 14 CFR Part 91 for a personal flight, was not injured.
Flight Details
The pilot planned a brief local flight. Although a slight tailwind was prevailing for runway 2, he elected to depart on that runway because other traffic was already using it. After performing maneuvers, he returned to the airport with carburetor heat activated and approached runway 2 for landing. During the approach, the pilot felt the sink rate was high and suspected a downwind condition or carburetor icing. He aborted the landing, but with carburetor heat still engaged, the airplane's climb rate was only 200 feet per minute, significantly lower than the usual 1,100 fpm. The pilot then flew a short approach to runway 2. While on short final, the left wing dropped and the ailerons seemed unresponsive. Despite attempts to regain control, the airplane impacted a tree.
Video Evidence
Airport surveillance video captured the initial low approach, after which the airplane exited the camera's view behind hangars. When it reappeared, it was just above the runway in a steep right bank, nose up attitude, with the right wingtip near the runway. The airplane then climbed at low speed with a high pitch angle. Later, it was seen on a low-altitude downwind leg; the windsock indicated a right quartering headwind relative to runway 02. The airplane began a continuous descending left turn toward the runway before descending below a tree line. A second video from a residential security camera about 575 feet from the approach end of runway 2 showed the airplane immediately before impact: it was in a steep left wing and nose down attitude with a steep descent angle. The engine sound remained constant until impact with a stand of trees and the ground.
Wreckage Examination
The fuselage, wings, and tail were substantially damaged. A Federal Aviation Administration inspector confirmed continuity of flight controls at the accident site, noting the left aileron had little movement due to obstruction by tree branches. Post-recovery examination revealed a mixture of automotive and 100LL aviation fuel in the fuel system, with no water or debris. Engine cylinders had compression, spark was observed on top spark plugs, and the spark plugs showed normal wear. No preaccident mechanical malfunctions were found that would have precluded normal engine operation. Airframe examination showed the right wingtip had flattening impact damage at the outboard rear corner; the left wing had leading edge impact damage. The left lower aileron control cable bracket was fractured into two pieces, with evidence of ductile overstress and bending. The empennage sustained impact damage forward of the stabilizers. No preaccident airframe malfunctions were identified.
Weather Conditions
At 1055, weather reported at 7B3 included a temperature of -3°C and a dew point of -12°C. Relative humidity was 50%. According to the FAA Special Airworthiness Information Bulletin CE-09-35 icing probability chart, these conditions were not conducive to carburetor icing.