Amateur-built LONG-EZ accident near Tucson, Arizona, December 18, 1992
On December 18, 1992, a amateur-built LONG-EZ, registered N777CJ, was destroyed in an accident near Tucson, Arizona. It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO MAINTAIN AN AIRSPEED OR POWER SETTING SUFFICIENT TO MAINTAIN ENGINE ROTATION DURING THE LOW SPEED DEMONSTRATION. A FACTOR IN THE ACCIDENT WAS THE INSUFFICIENT ALTITUDE TO AFFECT AN ENGINE RESTART ONCE THE PROPELLER STOPPED TURNING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 18, 1992
- Place
- Tucson, Arizona · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built LONG-EZ
- Registration
- N777CJ · registry record · serial 1114
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE EXPERIMENTAL HOMEBUILT AIRCRAFT WAS BEING DEMONSTRATED BY THE PILOT TO A POTENTIAL BUYER, WHO WAS A PASSENGER IN THE REAR TANDEM SEAT. THE ENGINE DID NOT HAVE AN ELECTRIC STARTER INSTALLED ON THE ENGINE. ACCORDING TO THE PASSENGER, THE PILOT WAS DEMONSTRATING THE LOW SPEED HANDLING CHARACTERISTICS OF THE AIRCRAFT AT AN ALTITUDE HE ESTIMATED AT ABOUT 3,000 FEET AGL. THE PILOT BROUGHT THE THROTTLE TO IDLE, AND, AS THE AIRCRAFT SLOWED, THE ENGINE CEASED TO RUN AND THE PROPELLER STOPPED TURNING. THE PILOT WAS UNABLE TO AFFECT AN AIRSTART OF THE ENGINE AND THE AIRCRAFT COLLIDED WITH THE GROUND WHILE THE PILOT WAS ATTEMPTING A FORCED LANDING ON A ROAD. DETAILED EXAMINATION OF THE ENGINE REVEALED NO EVIDENCE OF A PREIMPACT MECHANICAL MALFUNCTION OR FAILURE. THE EMERGENCY PROCEDURES SECTION OF THE AIRCRAFT OWNERS MANUAL STATES THAT AN AIRSPEED OF 70 KNOTS OR MORE IS REQUIRED TO MAINTAIN ENGINE ROTATION AT IDLE. THE MANUAL FURTHER STATES THAT THE ENGINE STOPS TURNING, A DIVE SPEED OF 130 KNOTS OR MORE IS REQUIRED TO REGAIN ENGINE ROTATION WITH AN ALTITUDE LOSS OF GREATER THAN 2,000 FEET.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 400 hours in all; 50 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 588 hours
- Last inspection: annual inspection, August 21, 1992; 28 hours since
- Maximum gross weight: 1,450 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Destination: RYN
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 360° at 6 knots
- Visibility: 50 statute miles
- Sky: broken clouds at 14,000 ft; clear
- Temperature: 57°F (14°C), dew point 23°F (-5°C)
- Altimeter: 29.00 inHg
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.