Amateur-built LONG EZ TR accident near Yucca Valley, California, July 28, 1996
On July 28, 1996, a amateur-built LONG EZ TR, registered N42DJ, was substantially damaged in an accident near Yucca Valley, California (Yucca Valley airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fuel starvation due to the internal failure of the electric fuel pump and the subsequent fuel flow blockage to the gascolator.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 28, 1996
- Place
- Yucca Valley, California · Yucca Valley
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built LONG EZ TR
- Registration
- N42DJ · registry record · serial 1805L
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the aircraft was about 300 feet agl in the takeoff initial climb when the engine suddenly quit, restarted momentarily, then quit altogether. The pilot attempted to restart the engine but had insufficient altitude and he landed in soft desert terrain. The aircraft nosed over during the landing roll. An FAA airworthiness inspector examined the aircraft. He reported that the left fuel tank was selected, and that tank contained about 3 gallons of fuel. The right tank contained 5 gallons. No mechanical discrepancies were identified with the engine during the examination. The pilot is an airframe and powerplant mechanic and reported that his aircraft is equipped with both engine driven and electric fuel pumps which are plumbed in series. He stated that following recovery of the aircraft he performed functional tests on the fuel system. With the electric fuel pump turned on very little fuel would flow from the pump outlet line. When the electric pump was removed from the lines, the flow rate to the gascolator was measured at 12 gallons per hour.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 877 hours in all; 637 in this make and model; 29 in the last 90 days; 13 in the last 30 days; 801 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 637 hours
- Last inspection: annual inspection, April 30, 1996; 29 hours since
- Maximum gross weight: 2,200 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming O-320A (piston); 0 hours total
The flight
- Departed from: L22
- Destination: PSP Palm Springs CA
- Flight plan: none
- Runway 24, 4,363 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 140° at 5 knots
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 99°F (37°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.