Luscombe T8F accident near Chiloquin, Oregon, March 26, 2004
On March 26, 2004 at about 6:20 pm local time, a Luscombe T8F, registered CFHUH, was substantially damaged in an accident near Chiloquin, Oregon. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain airspeed during a downwind turn resulting in a stall-mush and collision with the ground. Wind gusts were a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 26, 2004 · about 6:20 pm local time
- Place
- Chiloquin, Oregon · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Luscombe T8F · all T8Fs on the register
- Registration
- CFHUH · no longer on the register · serial 6257
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while en route the weather began to deteriorate. Instead of continuing, the pilot noticed a gravel road and circled the area in preparation for a precautionary landing. The pilot reported that while on final approach, the winds were gusty and he noticed two posts on the road. The pilot over shot the landing spot and initiated a go-around. During the climbing left turn, the pilot believed that the now tailwind gusts resulted in the aircraft settling uncontrolled, in a left wing low attitude, to the ground. Upon ground collision, the aircraft cart wheeled and came to rest in an upright position.
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, flight instructor, commercial pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 3,890 hours in all; 50 in this make and model; 50 in the last 90 days; 20 in the last 30 days; 2,730 as pilot in command; 1,500 on instruments
- Last flight review: September 29, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 1,530 hours
- Last inspection: annual inspection, May 31, 2003; 50 hours since
- Maximum gross weight: 1,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-C1B (piston); 0 hours total
The flight
- Departed from: EUG Eugene OR at 4:30 pm
- Destination: LMT Klamath Falls OR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 200° at 13 knots, gusting 40
- Visibility: 10 statute miles
- Sky: broken clouds at 4,000 ft
- Temperature: 37°F (3°C), dew point 23°F (-5°C)
- Altimeter: 30.01 inHg
- Observation at 5:53 pm from LMT, 27 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.