Luscombe 8E accident near Weeping Water, Nebraska, October 11, 2009
On October 11, 2009 at about 8:30 pm local time, a Luscombe 8E, registered N1536B, was substantially damaged in an accident during initial climb near Weeping Water, Nebraska (Browns Airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain aircraft control resulting in a stall. Contributing to the accident was the stuck exhaust valve resulting in the partial loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 11, 2009 · about 8:30 pm local time
- Place
- Weeping Water, Nebraska · Browns Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Luscombe 8E · all 8Es on the register
- Registration
- N1536B · no longer on the register · serial 6163
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the departure climb, the pilot noted a partial loss of engine power and attempted to return to the airport. The airplane impacted a cornfield in a nose low attitude resulting in substantial damage to the airplane. An examination of the engine revealed that the number two exhaust valve was stuck in the open position. An examination of the remaining engine and airplane systems revealed no anomalies.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Loss of engine power (partial) during initial climb defining event
- Loss of control in flight during emergency descent
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- factor Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Malfunction
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Not attained/maintained
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 1,123 hours in all; 25 in this make and model; 10 in the last 90 days; 5 in the last 30 days; 1,049 as pilot in command; 100 on instruments
- Last flight review: July 4, 2009
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 1,619 hours
- Last inspection: annual inspection, August 1, 2009; 6 hours since
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor A&C65 SERIES (piston); 0 hours total
The flight
- Departed from: KNE6 Weeping Water NE at 8:50 pm
- Destination: K3NO Omaha NE
- Flight plan: none
Weather at the time
- Light: dawn
- Wind: from 090° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 4,800 ft; ovct at 4,800 ft
- Temperature: 39°F (4°C), dew point 19°F (-7°C)
- Altimeter: 30.26 inHg
- Observation at 8:55 pm from KOFF, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.