Amateur-built RUTAN LONG-EZ accident near Yellow Springs, Ohio, September 25, 2010
On September 25, 2010 at about 10:30 pm local time, a amateur-built RUTAN LONG-EZ, registered N22GZ, was substantially damaged in an accident during maneuvering near Yellow Springs, Ohio. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 25, 2010 · about 10:30 pm local time
- Place
- Yellow Springs, Ohio · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RUTAN LONG-EZ
- Registration
- N22GZ · no longer on the register · serial 1081
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was performing basic flight maneuvers and experienced a total loss of engine power. The airplane began to descend and the pilot attempted to restart the engine; however, his attempts were unsuccessful. The pilot performed a forced landing in a field. During the landing, the airplane impacted rough terrain, flipped over and came to rest inverted. A postaccident examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed no evidence of preexisting mechanical anomalies. The engine ran satisfactorily after the accident. While the FAA's Carburetor Icing Chart revealed “Serious icing (glide power)” for the reported temperature and dew point conditions, the investigation could not conclusively determine that carburetor ice caused the loss of engine 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 (total) during maneuvering defining event
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Contributed to outcome
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Environmental issues › Physical environment › Runway/land/takeoff/taxi surfa › (general) › Contributed to outcome
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 970 hours in all; 500 in this make and model; 9 in the last 90 days; 2 in the last 30 days; 877 as pilot in command
- Last flight review: August 12, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 1,086 hours
- Last inspection: condition inspection, July 13, 2010
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming O-320-E3D (piston); 0 hours total
The flight
- Departed from: SGH Springfield OH at 10:10 pm
- Destination: SGH Springfield OH
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 330° at 7 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 48°F (9°C)
- Altimeter: 30.03 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.