Luscombe 8A accident near Tekoa, Washington, December 4, 2002
On December 4, 2002 at about 7:15 pm local time, a Luscombe 8A, registered CFIIF, was substantially damaged in an accident near Tekoa, Washington. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance from the terrain while attempting to fly a non-IFR equipped aircraft solely by reference to its instruments after the aircraft's windshield became coated with freezing rain in cruise flight. A factor was the pilot's improper inflight decision to continue VFR flight in an area where rain showers where taking place while ambient temperatures where indicated to be within one degree of freezing. Additional factors include freezing rain, an iced-over windshield, and tree-covered rising terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 4, 2002 · about 7:15 pm local time
- Place
- Tekoa, Washington · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Luscombe 8A · all 8As on the register
- Registration
- CFIIF · no longer on the register · serial 1584
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight in an area where the airplane's outside air temperature gauge was reading within one degree of freezing, the pilot flew through a rain shower that produced an ice coating on the windscreen. He then attempted to fly the 62 year old airplane, which did not have an electrical system, and was not IFR-equipped, by reference to the limited instruments available. Because the pilot found the aircraft difficult and unstable to fly on instruments, he was not able to get a good look at his sectional aeronautical map, and was therefore not sure of the terrain clearance between himelf and the airport that he decided to divert to after encountering the freezing rain. Because there was a 1,000 foot overcast in the area, within which additional icing could be expected, the pilot chose not to climb, and instead maintained his previous altitude. When he got within about 4 miles of the airport, the airplane flew into trees that were growing on the only high terrain within 10 miles of the runway.
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; single-engine sea; instrument: airplane; rotorcraft: glider
- Flight time: 17,894 hours in all; 143 in this make and model; 48 in the last 90 days; 32 in the last 30 days; 14,460 as pilot in command
- Last flight review: June 22, 2002
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 6,797 hours
- Last inspection: annual inspection, July 5, 2002; 120 hours since
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental A-65-8 (piston); 0 hours total
The flight
- Departed from: ALW Walla Walla WA at 5:16 pm
- Destination: MSO Missoula MT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 250° at 5 knots
- Visibility: 4 statute miles
- Sky: overcast at 1,000 ft
- Temperature: 34°F (1°C), dew point 30°F (-1°C)
- Altimeter: 30.31 inHg
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.