Luscombe 8A N2229B

Summary

On 6 September 1990 at about 23:45 local time, a Luscombe 8A registered N2229B, operated by Stephen K. Raney, was involved in an accident near Lebanon, Illinois, United States. One person was on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

6 September 1990 at 23:45

Classification

Accident

Location

Lebanon, Illinois, United States

Nearest airport

Lebert Flying L (3H5)

Coordinates

38.6009, -89.8091

Aircraft

Luscombe 8A

Registration

N2229B

Category

Airplane

Engines

1

Operator

Stephen K. Raney

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

CHI90LA259

Nobody was injured.

the loss of engine power for undetermined reasons while executing a go-around with insufficient runway remaining for a forced landing. A factor in the accident was the structures at the end of the runway that the pilot was attempting to avoid. This report was modified on February 9, 2005.

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

Read the full NTSB narrative

The pilot was landing at a private grass strip. Witnesses described the approach as hot and high. The engine lost power when the pilot attempted to execute a go-around. The pilot landed long, applied maximum braking to avoid structures at the end of the runway, and the airplane nosed over. The investigation indicated that the carburetor heat control was jammed in the off position. The pilot stated that he pulled the carburetor heat control to the off position to cycle it, along with the mixture, during his unsuccessful attempt to restart the engine. He stated that he left the carburetor heat control in the off position to concentrate on the forced landing from a low altitude. The airplane was placarded with a caution that carburetor heat was required for takeoffs and landings. There was a slight risk of light carburetor icing based on temperature and dew point values. However, with the high atmospheric temperature (97 degrees), a sudden, maximum temperature drop of 60 degrees would have resulted in a carburetor temperature above freezing (37 degrees). This report was modified on February 9, 2005.

Quoted verbatim from the NTSB record.