Luscombe 8E accident near Tillamook, Oregon, July 4, 2010
On July 4, 2010 at about 1:20 am local time, a Luscombe 8E, registered N2466K, was substantially damaged in an accident during approach (VFR pattern final) near Tillamook, Oregon (Tillamook Airport). It was an instructional 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 certified flight instructor’s selection of an inappropriate landing surface and the loss of engine power as a result of the improper use carburetor heat. Contributing to the accident was the flight instructor's inadequate supervision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 4, 2010 · about 1:20 am local time
- Place
- Tillamook, Oregon · Tillamook Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Luscombe 8E · all 8Es on the register
- Registration
- N2466K · no longer on the register · serial 5193
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The certified flight instructor (CFI) indicated that he and his student pilot decided to land on the grass next to the runway because the student pilot “had no experience landing on sod.” The CFI stated that abeam the touchdown point they turned on the carburetor heat and that the approach was “normal but a bit low.” The CFI did not alert the student about the low altitude, assuming that they “could power over the tall grass and drop into the grass strip.” On short final the carburetor heat was turned off, and at an altitude of about five feet the student attempted to use power to maintain altitude. The engine did not respond and the student pilot did not reapply the carburetor heat. Subsequently, the airplane touched down short of the intended touchdown point. The CFI was unable to reach the controls prior to the aircraft nosing over. The CFI stated that he had previous experiences with the airplane failing to respond to throttle inputs during landing and that he should have known not to turn off the carburetor heat on short final. The aircraft sustained substantial damage to the fuselage and tail assembly. The CFI reported that there were no known mechanical malfunctions or failures prior to the accident. When plotted on a carburetor icing probability chart, the temperature and dew point fell within an area of the graph noting "Moderate icing cruise power or serious icing glide power."
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 engine power (partial) during approach (VFR pattern final) defining event
- Abnormal runway contact during landing (flare/touchdown)
- Nose over/nose down during landing (flare/touchdown)
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Instructor/check pilot
- cause Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Instructor/check pilot
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Response/compensation
- cause Aircraft › Aircraft systems › Ice/rain protection system › Intake anti › ice, deice › Incorrect use/operation
Flight instructor
- Certificate: flight instructor, commercial pilot, private
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,508 hours in all; 200 in this make and model; 20 in the last 90 days; 15 in the last 30 days; 3,503 as pilot in command; 120 on instruments
- Last flight review: April 21, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Dual student
- Certificate: student
- Flight time: 45 hours in all; 21 in this make and model; 9 in the last 90 days; 8 in the last 30 days; 20 as pilot in command
- Last flight review: July 3, 2010
- Medical certificate: Class 3
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,064 hours
- Last inspection: annual inspection, February 11, 2010; 20 hours since
- Maximum gross weight: 1,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C85 Series (piston); 0 hours total
The flight
- Departed from: 7S5 Independence OR
- Destination: KTMK Tillamook OR
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 14 knots, gusting 20
- Visibility: 10 statute miles
- Sky: scat at 3,800 ft
- Temperature: 63°F (17°C), dew point 54°F (12°C)
- Altimeter: 30.17 inHg
- Observation at 1:13 am from TMK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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.