Luscombe 8A accident near Brooklyn, Michigan, September 27, 1997
On September 27, 1997 at about 6:03 pm local time, a Luscombe 8A, registered N1269K, was destroyed in an accident near Brooklyn, Michigan (Shamrock Field). 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
failure of the pilot to see-and-avoid the transmission wires (inadequate visual lookout, and failing to maintain sufficient altitude and clearance from the obstruction).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 27, 1997 · about 6:03 pm local time
- Place
- Brooklyn, Michigan · Shamrock Field · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Luscombe 8A · all 8As on the register
- Registration
- N1269K · no longer on the register · serial 3996
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was part of a group of pilots that had been flying their airplanes to various airports on the day of the accident. The four pilots departed in their airplanes for Shamrock Field, Brooklyn, Michigan, where they planned to refuel. They flew in a loose formation with each airplane having 1 to 1.5 miles separation. The four pilots were in communication via their airplane's radios. The first airplane to arrive at the field made an approach to runway 1. The pilot of that airplane reported he saw the accident airplane turning from base leg to final for runway 19. He reported that the accident airplane was low on the horizon. The airplane that was landing on runway 1 bounced on landing, and the pilot did a go-around. The accident pilot acknowledged radio calls concerning the go-around and continued the approach for landing. However, the airplane impacted high tension powerline wires located about 1,490 feet from the approach end of the runway. The powerline towers were about 110 feet high. No anomalies with either the airframe or engine were found during examination of the airplane.
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: private
- Ratings: single-engine land; single-engine sea
- Flight time: 480 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, July 23, 1997
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65-8 (piston); 0 hours total
The flight
- Departed from: 3NP Napolean MI
- Destination: 6G8
- Flight plan: none
- Runway 19, 2,800 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 140° at 8 knots
- Visibility: 12 statute miles
- Sky: scat at 20,000 ft
- Temperature: 63°F (17°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 6:45 pm from JXN, 15 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.