Silvaire LUSCOMBE 8E accident near Douglass, Kansas, May 19, 2014
On May 19, 2014 at about 8:00 pm local time, a 1947 Silvaire LUSCOMBE 8E, registered N2649K, was substantially damaged in an accident during landing near Douglass, Kansas (Private airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's excessive use of wheel brakes during landing, which resulted in a nose-over. Contributing to the accident were high winds and a short, downhill sloped runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 19, 2014 · about 8:00 pm local time
- Place
- Douglass, Kansas · Private · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Silvaire LUSCOMBE 8E E, built 1947 · all LUSCOMBE 8Es on the register
- Registration
- N2649K · no longer on the register · serial 5376
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While landing on a short, downhill strip with high winds, the pilot stated that he applied excessive brakes and the airplane nosed over. The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
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 control on ground during landing defining event
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Surface speed/braking › Not attained/maintained
- factor Environmental issues › Conditions/weather/phenomena › Wind › High wind › Effect on operation
- factor Environmental issues › Operating environment › Airport facilities/design › Runway/landing area length › Effect on operation
- factor Environmental issues › Physical environment › Terrain › Sloped/uneven › Effect on operation
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 230 hours in all; 40 in this make and model; 20 in the last 90 days; 10 in the last 30 days; 160 as pilot in command
- Last flight review: July 25, 2013
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, July 1, 2013
- Maximum gross weight: 3,086 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental Motors C85 (piston); 0 hours total
The flight
- Departed from: Pvt Atlanta KS at 7:00 pm
- Destination: Douglass KS
- Flight plan: VFR
- Runway PVT, 1,200 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 26 knots, gusting 35
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 59°F (15°C)
- Altimeter: 29.70 inHg
- Observation at 7:58 pm from KIAB, 14 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.