HISTORY OF FLIGHT On March 25, 1995, at 1010 hours Pacific standard time, a Silvaire Luscombe 8E, N2232K, crashed about 1/4 mile southwest of Compton Airport, Compton, California. The pilot was beginning a local visual flight rules personal flight. The airplane, registered to and operated by the pilot, was destroyed. The certificated private pilot, the sole occupant, sustained minor injuries; several automobiles received minor damage from aircraft debris. Visual meteorological conditions prevailed. The pilot reported in the National Transportation Safety Board Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1/2, that he " . . . made normal ground check on plane . . . " before departing on the accident flight. He did not state whether he observed any water from the gascolator during the inspection. The pilot said that after reaching the west end of the airport boundary, at 200 feet mean sea level, the engine "quit." The altitude was insufficient to negotiate a 180-degree turn and the pilot elected to land on the street. A pilot ground witness reported he was driving north on Central Avenue, about 1,000 feet south of Alondra Boulevard, when he observed N2232K at the west boundary of Compton Airport between 200 and 300 feet above the ground. The airplane made a normal left 90-degrees turn onto the crosswind leg, but at a low altitude. He said that the airplane's propeller was " . . . turning slowly and that a glide profile was clearly being established during the turn . . . . " The airplane continued the left turn at a gliding attitude and made another 90-degree left gliding turn. The airplane was aligned to land toward the east on Alondra Boulevard. When the airplane was between 15 and 20 feet above the ground, its right wing struck a sign at the southwest corner of a gas station at the northeast corner of Central Avenue and Alondra Boulevard. After striking the signpost, the airplane rotated to the right and the left wing simultaneously raised. The airplane became inverted before it struck the ground. PERSONNEL INFORMATION The pilot held a private pilot certificate with an airplane single-engine land rating. He also held a third-class medical certificate; the certificate did not contain any limitation endorsements. The pilot said he did not have his flight hours logbook(s); he said they were in the airplane. Aero Retrieval personnel said that they did not find any pilot or maintenance logbooks in the airplane or at the accident site. The flight hours reflected on page 3 of this report were provided by the pilot in the aircraft accident report. AIRCRAFT INFORMATION The pilot gave Safety Board investigators the aircraft and engine logbooks. Examination of the logbooks revealed that the airplane's last annual inspection was accomplished on July 31, 1994. The airplane accrued 2,250 hours at the time of the inspection. At the time of the accident, the airplane accrued 2,250 total flight hours and 10 hours since the annual inspection. At the time of the accident, the airplane accrued 2,262.87 total flight hours and 12.87 hours since the annual inspection. The last annual inspection before the July 31, 1994, annual inspection was accomplished in 1977. The logbook examination also showed that the pilot received a Supplementary Type Certificate (STC) for the installation of the Continental O-200-A engine. There was no STC for the use of automobile gasoline. The pilot said that he rebuilt the airplane at his home between 1977 and July 1994. The pilot initially flew the airplane on July 31, 1994. During the wreckage examination, Safety Board investigators observed the following: The emergency locator battery change date was May 31, 1989. The fuel line between the gascolator and the carburetor was, according to a Federal Aviation Administration (FAA) airworthiness inspector, not approved for aviation use. The carburetor mixture control linkage was not a standard linkage. The throttle linkage was connected by safety wire and not the required clevis and cotter pin. The battery was an automotive battery converted for use in the airplane. WRECKAGE AND IMPACT INFORMATION The Safety Board did not conduct an on-scene investigation. Safety Board investigators asked Aero Retrieval to remove the wreckage and store it in their hangar. The airplane was examined on March 27, 1995. The airplane's right wing separated from its wing-to-fuselage attach fittings. Aero Retrieval personnel reported that the right wing remained attached to the airplane by its aileron control cables. The inboard side of the leading edge displayed a 2-foot downward crushing signature. The lower strut also remained connected to its attach points. The left wing was connected to the airplane by its respective wing-to-fuselage attach fittings. The vertical stabilizer separated from its attach fittings. The upper section of the stabilizer displayed impact damage. Aero Retrieval personnel said that they established continuity of the flight control system to the cabin/cockpit area before they disassembled the airplane for removal. Fuel System The gascolator contained water. The glass bowl and the bottom housing were rusted. The drain mechanism functioned normally. The carburetor contained a 2-piece venturi and a composite float. The carburetor body had many red-colored fuel stains. Investigators found rust in the carburetor bowl, the inlet fuel screen, and the accelerator pump. Residual fuel from the wing tanks was determined to be a mixture of auto gas and aviation 80 octane fuel. Both fuel caps leaked fuel when attached to their respective fuel tanks filler necks. The fuel caps' gaskets were made from a gray fibre material. The gaskets did not cover the full diameter of their respective caps. Continuity of the gear and valve train was established. Numbers 3 and 4 cylinder thumb compressions were weak; Nos. 1 and 2 cylinders thumb compression was substantial. Investigators put fuel in the No. 3 cylinder barrel. The fuel leaked through the intake and exhaust valves. Both magnetos grounding "P" leads were found loose. The magnetos produced sparks during rotation of the crankshaft. The upper spark plugs displayed normal operating signatures, but were oil soaked. Aero Retrieval personnel reported the engine came to rest inverted. The propeller assembly remained connected to the crankshaft. The propeller blades did not display any chordwise scuffing, "S" twisting, or leading edge gouging. One propeller blade was bent toward the face side about 40 degrees. The propeller spinner exhibited one impact crushing signature. The scratch marks were oriented toward the rear. MEDICAL AND PATHOLOGICAL INFORMATION The pilot was treated at a local hospital for multiple lacerations and released. Toxicological examinations were not conducted nor were they requested. ADDITIONAL INFORMATION Safety Board investigators released the wreckage to Aero Retrieval personnel on March 27, 1995.