Luscombe 8A accident near Rancho Cucamonga, California, July 19, 2014
On July 19, 2014 at about 1:16 am local time, a 1946 Luscombe 8A, registered N77942, was substantially damaged in an accident during emergency descent near Rancho Cucamonga, California. 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 loss of engine power during cruise flight for reasons that could not be determined because postaccident examination revealed no anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 19, 2014 · about 1:16 am local time
- Place
- Rancho Cucamonga, California · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Luscombe 8A A, built 1946 · all 8As on the register
- Registration
- N77942 · registry record · serial 3669
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot reported that, shortly after the airplane departed the airport for the personal flight, the engine lost power. His attempt to restart the engine was unsuccessful. The pilot executed a forced landing to an open lot, and the airplane collided with terrain during the landing. Postaccident examination of the engine and airframe revealed no mechanical anomalies that would have precluded normal operation. Weather conditions about the time of the accident were conducive to the accumulation of carburetor icing at glide power. However, it could not be determined whether carburetor ice caused the loss of engine power because the engine was operating at takeoff power at the time.
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 (total) during enroute
- Off-field or emergency landing during emergency descent
- Controlled flight into terrain or object (CFIT) during emergency descent defining event
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Contributed to outcome
Pilot
- Certificate: private
- Ratings: single-engine land
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Maximum gross weight: 1,351 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental Motors C85 (piston); 0 hours total
The flight
- Departed from: CCB Upland CA at 1:10 am
- Destination: CCB Upland CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 250° at 12 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 22,000 ft; scat at 16,000 ft
- Temperature: 81°F (27°C), dew point 57°F (14°C)
- Altimeter: 29.93 inHg
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.