Luscombe 8F accident near Palmer, Texas, April 30, 2023
On April 30, 2023 at about 7:50 pm local time, a 1947 Luscombe 8F, registered N1113B, was substantially damaged in an accident during approach (VFR pattern final) near Palmer, Texas. 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 installation of an unapproved rudder control cable, which resulted in a fatigue failure and subsequent loss of rudder control during cruise flight. Contributing to the accident was the mechanic’s inadequate inspection of the rudder control system.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 30, 2023 · about 7:50 pm local time
- Place
- Palmer, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Luscombe 8F, built 1947 · all 8Fs on the register
- Registration
- N1113B · registry record · serial 5740
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the landing approach, the pilot felt the left rudder cable break and subsequently lost rudder control. The pilot placed the airplane into a left-wing-low crab attitude and chose to land in a nearby field. During the landing, the left main landing gear collapsed and the left wing impacted terrain, which resulted in substantial damage. Postaccident examination revealed that the left rudder cable had separated at the pulley under the cabin floor. Examination of the cable revealed that it did not meet the airplane manufacturer’s specifications for the rudder control system, and that the cable displayed evidence of fatigue due to an excessive bending angle at the pulley. Additionally, the rudder assembly was missing an attach link on the left rudder cable return spring between the spring and firewall. The link is used to balance the tension forces on the rudder cables due to the design of the rudder system. The tension forces on the left cable were likely greater than design due to the missing part, which could have increased the risk of fatigue. The mechanic who conducted the most recent annual inspection did not remove the rudder control cables for inspection as required by an airworthiness directive. The mechanic stated that he did not remove the cables due to the time-consuming process and instead actuated the rudder pedals to move the cable and allow inspection around the pulleys and fairleads. It is likely that the degraded condition of the cable would have been discovered during the annual inspection if the mechanic had complied with the AD requirement to remove the cables. Additionally, the mechanic should have identified that the rudder control cable itself did not meet manufacturer specifications, and that the rudder assembly was missing a rudder attach link. Review of the airplane maintenance logbooks did not reveal the origin or installation date of the unapproved cable.
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
- Flight control sys malf/fail during approach (VFR pattern final) defining event
- Landing gear collapse during landing
- Off-field or emergency landing during approach (VFR pattern final)
The NTSB's findings
- Aircraft › Aircraft systems › Flight control system › Rudder control system › Fatigue/wear/corrosion
- Aircraft › Aircraft systems › Flight control system › Rudder control system › Incorrect service/maintenance
- Personnel issues › Task performance › Maintenance › Scheduled/routine maintenance › Maintenance personnel
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 820 hours in all; 573 in this make and model; 12 in the last 90 days; 10 in the last 30 days; 820 as pilot in command
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,831.3 hours
- Last inspection: annual inspection, January 9, 2023
- Maximum gross weight: 1,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C90-12F (piston); 705 hours total
The flight
- Departed from: 3T0 Gordonville TX at 7:00 pm
- Destination: T13 Palmer TX
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 50°F (10°C)
- Altimeter: 29.89 inHg
- Observation at 3:00 pm from KJWY, 12 miles away
Weather report (METAR): KJWY 302000Z AUTO 00000KT 10SM CLR 28/10 A2989 RMK AO2 T02810102
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on October 23, 2024. 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, 11 pages | View Download |
| 2 | Maintenance Records - Airframe Excerpts | PDF, 10 pages | View Download |
| 3 | Photo Array | PDF, 6 pages | View Download |
| 4 | Materials Laboratory Factual Report 23-102 | PDF, 10 pages | View Download |
| 5 | 1947 Luscombe Parts Manual - Rudder System | PDF, 6 pages | View Download |
| 6 | Examination Summary | PDF, 5 pages | View Download |
| 7 | Memorandum for Record A�� Mechanic | PDF, 2 pages | View Download |
| 8 | Ad 51-10-02 | PDF, 1 page | View Download |
| 9 | Luscombe Sb 1-51 | PDF, 1 page | View Download |
| 10 | Evidence Control Form - Wreckage Release | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N1113B the same tail number, which may have belonged to a different aircraft at the time
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.