Luscombe 8A accident near Mexico, Missouri, June 23, 2012
On June 23, 2012 at about 4:30 pm local time, a Luscombe 8A, registered N1380K, was substantially damaged in an accident during landing (flare/touchdown) near Mexico, Missouri (Rileys Roost airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The airplane's encounter with a downdraft during the landing flare, which resulted in a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 23, 2012 · about 4:30 pm local time
- Place
- Mexico, Missouri · Rileys Roost · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Luscombe 8A · all 8As on the register
- Registration
- N1380K · registry record · serial 4107
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and passenger had just completed a local flight from a private airfield. The pilot reported that he flared for the landing with the airplane’s airspeed between 60 and 65 mph at 3 to 4 feet above the ground, and the left wing dropped abruptly. The airplane’s left landing gear hit the ground hard and the airplane bounced; the pilot was then able to recover for a normal 3-point landing. An examination of the airplane revealed substantial damage to the fuselage. The pilot stated that it felt as though the airplane was pushed to the ground, which he believed was due to a strong downdraft or gust of wind. Wind in the area about 40 minutes before the accident was reported to be from 170 degrees at 7 knots.
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
- Other weather encounter during landing
- Abnormal runway contact during landing (flare/touchdown)
- Hard landing during landing (flare/touchdown) defining event
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Wind › (general) › Effect on equipment
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Not specified
Pilot
- Certificate: private, sport pilot
- Ratings: single-engine land
- Flight time: 2,251 hours in all; 992 in this make and model; 2,251 as pilot in command
- Last flight review: March 26, 2012
- Medical certificate: Sport Pilot
- Seat: left
The aircraft
- Airframe total time: 1,344 hours
- Last inspection: annual inspection, November 1, 2011
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor O-200 (piston); 0 hours total
The flight
- Departed from: Pvt Mexico MO
- Destination: Pvt Mexico MO
- Flight plan: not recorded
Weather at the time
- Light: daylight
- Wind: from 170° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 4:30 pm from KCOU, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.