Luscombe 8A accident near Longview, Texas, June 1, 2018
On June 1, 2018 at about 12:34 pm local time, a Luscombe 8A, registered N72066, was substantially damaged in an accident during enroute (climb to cruise) near Longview, Texas (East Side Airport). It was a flight test under general aviation rules (Part 91). 1 person was seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to use carburetor heat for takeoff, which resulted in an interruption of continuous fuel flow to the engine and a loss of engine power during climb. Also causal was the lack of required placarding warning of the need to use full carburetor heat on takeoff and landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 2018 · about 12:34 pm local time
- Place
- Longview, Texas · East Side Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Luscombe 8A · all 8As on the register
- Registration
- N72066 · registry record · serial 3493
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot departed on the personal flight with about half fuel. During the departure climb, the airplane experienced a loss of engine power. The pilot subsequently performed a forced landing to a field, and, during touchdown, the airplane nosed over and impacted the ground. Postaccident examination of the airplane revealed no evidence of mechanical malfunctions or failures that would have precluded normal engine operation. The pilot reported that he did not use carburetor heat during the takeoff. The use of full carburetor heat during takeoff and landing was stipulated by the airplane's type certificate data sheet, which indicated that a placard is required stating, "Full carburetor air heat required for takeoff and landing." However, the accident airplane did not have that placard installed. Further, a special airworthiness information bulletin (SAIB) applicable to this airplane configuration noted the need for procedures to prevent the possible loss of power on takeoff and climb and stated that flight testing revealed that fuel flow could be interrupted from the fuselage-mounted tank as a result of acceleration and higher pitch attitudes commonly encountered in takeoff and climb. The SAIB stated that the use of full carburetor heat on takeoff is unconventional yet necessary to ensure continuous fuel flow to the engine. Thus, the pilot's failure to use carburetor heat resulted in the loss of engine power.
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
- Fuel starvation during enroute (climb to cruise) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
- Nose over/nose down during landing
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- cause Aircraft › Aircraft handling/service › Placards and markings › (general) › Not installed/available
- cause Aircraft › Aircraft systems › Ice/rain protection system › Intake anti › ice, deice › Not used/operated
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,000 hours in all; 8 in this make and model; 20 in the last 90 days; 5 in the last 30 days
- Last flight review: October 1, 2016
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 1,450 hours
- Last inspection: annual inspection, April 15, 2018; 7 hours since
- Maximum gross weight: 1,260 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C65 (piston); 1,450 hours total
The flight
- Departed from: 3TS0 Longview TX at 12:34 pm
- Destination: 3TS0 Longview TX
- Flight plan: none
- Runway 13, 2,400 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 6 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 900 ft; clear
- Temperature: 79°F (26°C), dew point 75°F (24°C)
- Altimeter: 29.92 inHg
- Observation at 12:53 pm from GGG, 8 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
4 documents, released by the NTSB on September 6, 2019. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Records of Conversation - FAA | PDF, 3 pages | View Download |
| 3 | Airplane Type Certificate Data Sheet | PDF, 2 pages | View Download |
| 4 | Saib CE-14-09 | PDF, 3 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.