Luscombe 8A accident near Des Moines, Iowa, November 3, 2000
On November 3, 2000 at about 10:47 pm local time, a Luscombe 8A, registered N71134, was destroyed in an accident near Des Moines, Iowa (Des Moines International airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot not maintaining aircraft control during the final turn, and the pilot's improper decision to fly the tight pattern to the closer runway. Factors relating to the accident were the pilot's inadequate distance/altitude in the traffic pattern and the stall.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 3, 2000 · about 10:47 pm local time
- Place
- Des Moines, Iowa · Des Moines International · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Luscombe 8A · all 8As on the register
- Registration
- N71134 · no longer on the register · serial 2561
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot contacted Des Moines approach control for landing instructions. Approach control told the pilot to fly inbound on the extended centerline for runway 23 until turning on to a left downwind for runway 31L. ATCT then instructed the pilot to turn left on downwind for runway 31L at mid-field. Two minutes later, the pilot contacted the tower and asked if he could land on runway 31R. The tower controller told the pilot to keep the turn tight and asked if the pilot could turn base from where he was. The pilot said that he could. Witnesses on the ground observed the airplane in a constant bank, starting from downwind until rolling wings level on final approach. The airplane's wings were level only for a moment when the airplane sharply rolled into a 90-degree bank angle and impacted the ground. An examination of the airplane revealed no pre-impact 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
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,700 hours in all; 22 in this make and model
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 1,443 hours
- Last inspection: annual inspection, December 28, 2000; 0 hours since
- Maximum gross weight: 1,260 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C-85-12 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: DSM
- Flight plan: none
- Runway 31R, 9,001 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 30,000 ft; not recorded
- Temperature: 48°F (9°C), dew point 28°F (-2°C)
- Altimeter: 30.26 inHg
- Observation at 9:54 pm from DSM, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.