Luscombe 8A accident near Churchville, Maryland, September 1, 2010
On September 1, 2010 at about 5:30 pm local time, a Luscombe 8A, registered N2156K, was substantially damaged in an accident during initial climb near Churchville, Maryland (Harford County Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to ensure that the fuel valve was in the "ON" position during his preflight inspection, resulting in the loss of engine power during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 1, 2010 · about 5:30 pm local time
- Place
- Churchville, Maryland · Harford County Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Luscombe 8A · all 8As on the register
- Registration
- N2156K · no longer on the register · serial 4883
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the takeoff was normal until the airplane was about 50 feet above the ground, at which time he closed the carburetor heat and the engine lost power. The airplane’s landing gear then contacted top of a security fence beyond the end of the runway and the airplane bounced into a plowed field in a nose-down attitude. The pilot further stated that before he exited the airplane, he checked the fuel valve and found that it was not locked in the full forward position; rather, it was midway between the "ON" and "OFF" positions. The pilot said that in retrospect, he was not positive that he had placed the fuel valve in the "ON" position during his preflight inspection, and that this was the reason for the engine losing power on takeoff.
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 initial climb
- Loss of engine power (total) during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft systems › Fuel system › Fuel selector/shutoff valve › Incorrect use/operation
- cause Personnel issues › Task performance › Planning/preparation › (general) › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: glider; rotorcraft: glider
- Flight time: 7,947 hours in all; 40 in this make and model; 119 in the last 90 days; 37 in the last 30 days; 7,350 as pilot in command
- Last flight review: June 20, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 1,640 hours
- Last inspection: annual inspection; 40 hours since
- Maximum gross weight: 1,320 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A65 (piston); 0 hours total
The flight
- Departed from: OW3 Churchville MD at 5:20 pm
- Destination: OW3 Churchville MD
- Flight plan: none
- Runway 19, 1,800 ft by 50 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 73°F (23°C)
- Altimeter: 29.18 inHg
- Observation at 5:50 pm from MTN, 17 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.