Luscombe 8 accident near Maryville, Missouri, April 26, 2016
On April 26, 2016, a 1946 Luscombe 8, registered N71796, was substantially damaged in an accident during landing (flare/touchdown) near Maryville, Missouri (Northwest Missouri Rgnl 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 unintentional brake application during the landing roll, which resulted in a nose over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 26, 2016
- Place
- Maryville, Missouri · Northwest Missouri Rgnl · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Luscombe 8 A, built 1946 · all 8s on the register
- Registration
- N71796 · no longer on the register · serial 3223
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of a tailwheel-equipped airplane reported that after a normal three point touchdown, the airplane began to veer to the left. The pilot further reported that he applied right rudder, but also unintentionally applied right heel brake. Subsequently, the airplane nosed over on the runway. The vertical stabilizer and rudder sustained substantial damage. The pilot did not report any mechanical malfunctions or failures with the airplane that would have precluded normal operation.
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
- Loss of control on ground during landing (flare/touchdown) defining event
- Nose over/nose down during landing (flare/touchdown)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Surface speed/braking › Incorrect use/operation
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 24,500 hours in all; 10 in this make and model; 25 in the last 90 days; 30 in the last 30 days; 20,500 as pilot in command; 300 on instruments
- Last flight review: May 10, 2015
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,410 hours
- Last inspection: annual inspection, April 15, 2016
- Maximum gross weight: 1,260 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65 (piston); 2,410 hours total
- Operator: Adventist World Aviation
The flight
- Departed from: K75 Osborne KS at 9:40 pm
- Destination: EVU Maryville MO
- Flight plan: none
- Runway 32, 4,600 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 57°F (14°C)
- Altimeter: 29.69 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on May 24, 2016. 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 | Record of Conversation (Pilot in Command) | PDF, 1 page | View Download |
| 3 | Accident Photo (Courtesy of FAA) | PDF, 1 page | 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.