The pilot reported that he mistakenly entered the wrong valley with rising terrain near Mountain Green, Utah, which the Rutan Long-EZ could not out-climb.
When he determined that he could not out-climb the terrain or safely reverse course, he landed the airplane on the valley floor, resulting in substantial damage to the wings and fuselage.
The pilot reported that there were no pre-accident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
Probable Cause: The pilot’s flight into a valley with rising terrain that the airplane was incapable of out-climbing.
To download the final report. Click here. This will trigger a PDF download to your device.
This November 2022 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
The published performance for the Long Easy is quite impressive. A climb capability of 1,750 per minute with a service ceiling of 27,000’. With moderately rising terrain beginning some 9+ miles east and northeast of Morgan County, it is baffling just how the pilot got into a valley at such a low level that he could not out climb the terrain. Whether he took off on RW21 or RW3 is a moot point. And despite his due diligence gathering the weather from several sources, he made the decision to launch in windy conditions. Maybe his mountain flying experience led him into a sense of complacency, or maybe his impressive aviation career led him to believe he could concur all. And maybe he had get home itis. The fact remains, for some reason, once air bourn he flew in the wrong direction at a relatively low altitude for a considerable distance. Yes, we can pat him on the back for making a safe emergency landing. Luck played a big part in his survival. What if there hadn’t been terrain with a flat spot to put down in, then what? Like I said, there are lessons to be learned here. That’s the purpose of these articles, right?
Kelly Carnighan
Wright Brothers Master Pilot Award
(Extensive Mountain Flying Experience)
I‘m not sure where you’re getting your performance numbers from…Maybe they’re for one with a 160-180 HP engine installation?
The performance charts in the original 1981 Long-EZ “Owner’s Manual“ for an O-200 powered one show climb rates less than half of that.
That’s probably one of the major lessons learned: I wonder if he even got into “the books” and did the actual math …or did he rely on his extensive background and figured his ‘seat of the pants’ experience would keep him out of trouble.
Regardless, I agree he was lucky, and shouldn’t have even attempted the flight.
The report states the year of mfg was 1983. Based on the report, I came up with the following performance data for the Long Easy, assuming this was correct. However, the report states the plane was powered by a Lycoming 235 @ 100 ph. At 800′ feet per minute he still should have been able climb above the valley. If not, turn away long before entering the valley. Like I said before, mountain flying can be very rewarding but it can also be very dangerous.
Data from Jane’s All The World’s Aircraft 1982–83
General characteristics
• Crew: 1 pilot
• Capacity: 1 passenger
• Length: 16 ft 10 in (5.12 m)
• Wingspan: 26 ft 1 in (7.96 m)
• Height: 7 ft 10 in (2.40 m)
• Wing area: 81.99 sq ft (7.617 m2)
• Empty weight: 710 lb (322 kg)
• Max takeoff weight: 1,325 lb (601 kg)
• Fuel capacity: 52 US Gal (197 L)
• Powerplant: 1 × Lycoming O-235 air-cooled flat-four engine, 115 hp (86 kW)
Performance
• Maximum speed: 185 mph (298 km/h, 161 kn) (max cruise)
• Cruise speed: 144 mph (232 km/h, 125 kn) (40% power)
• Range: 2,010 mi (3,230 km, 1,750 nmi)
• Service ceiling: 27,000 ft (8,200 m)
• Rate of climb: 1,750 ft/min (8.9 m/s)
There is a lesson to be learned here. Were there unfortunate circumstances? Only those created by the pilot. Was it an act of professionalism? The pilot was lucky. The pilot departed 42U, Morgan County Airport located 24 miles northwest of Salt Lake City. The airport elevation is 5020. Mountainous terrain begins to rise at about 9.5 miles north through east of the airport to 8,500’ with occasional peaks of 9,500’ scattered about. A Long Easy has the performance capability to climb at 1,500’ per minute or better. There appears to be no plausible reason why the plane could not have climbed to a high enough altitude to easily clear the terrain. The pilot did not identify which runway he took off from. All he said was he took off in winds 15G25 and turned northeast. If he were flying direct to RXE, Rexburg ID, his course would have been 349 degrees. He stated he meant to turn north but instead tuned northeast. There is a valley between to ridges approximately 9 nm from the airport on a northeast heading. Not sure if this was the valley he entered. The terrain on both sides rises from 8,000’ to 8,500’. Actually, the increase in terrain height is about the same for several valleys’ northeast of the airport. The question is, how did he come to be at such a low altitude to get himself boxed in a so-called box canyon? This isn’t an unfortunate circumstance. And how come he could not climb above the rising terrain given he had some 9 nm to do so. The answer might lie in the fact the conditions at the time of his departure constituted hazardous mountain flying. One, the surface winds were gusting to 25 kts. This suggests the winds aloft were very strong creating the possibility of low-level wind shear and the possibility of a mountain wave, resulting in dangerously strong down drafts in the vicinity of the rising terrain. The strong surface winds should have been a red flag. Two, with only 4 hours in make and model is it possible the pilot was not entirely competent in the aircraft, or, three, is it possible his age compromised his cognitive abilities? Last but not least, we have no idea how much mountain flying experience he had. Let this be a lesson, mountain flying can be extremely rewarding but it can also be very dangerous. He performed an emergency landing out of necessity, and survived. But just how did he get there in the first place?
You’ve got great points; all things that make you go …“HHhhmmm?”
That’s what I like about these scenarios: There’re usually key details missing that might lead us all to the same conclusions. Unfortunately, info that could help us accurately assess the situation is often missing, or flimsy, and/or subject to interpretation.
OTOH, we’re free to reach our own verdict …and judge the pilot’s performance accordingly …regardless of the NTSB findings.
In this case, we don’t know what the pilot was thinking when took off on Rwy 21 (identified in his report).
He mentions “flight planning” using SkyVector and ForeFlight on his iPad, but not how detailed his planning actually was.
I doubt he did an honest, disciplined PAVE &/or IMSAFE assessment. That would’ve been a “last chance” to objectively determine whether he should go or not.
We don’t know about his mountain flying experience, or how recent it might be; but I’m betting that since he lives in Sugar City ID, and flies out of nearby Rexburg, he’s probably familiar with flying IVO mountainous terrain.
He also flies (frequently?) a 235HP Maule. I know where I’d be taking a Maule …if my wife let me have one.
As far as getting a 1,500 FPM rate-of-climb from an ancient, normally-aspirated 100HP O-235-C1A?
Maybe at sea level; but up at 7,000-8,000+ feet …figure a loss of @ 3% HP/1,000 feet …it’s producing something less than 80 HP. That’d make it challenging even under ideal conditions. (Any Long-EZ pilots?)
He obviously put himself in danger; he admits getting bounced around pretty badly, and he wasn’t going to clear the rocks by holding Vy.
Why not use Vx? Probably too close to his “stall speed” for comfort, especially with the turbulence. I’m assuming he didn’t have an AOA indicator installed either.
He’s definitely made some dubious decisions up to this point; but the “pro” part cuts in when he realizes, based on his experience, that he can’t make a 180 turn in the Long EZ.
He doesn’t panic …and opts to put it down safely, under control, instead of attempting an ‘escape maneuver’ that he’s maybe never done in anything less capable than a Maule?
Not a perfect ending; the airplane’s wrecked, but he’s OK.
That’s a much better outcome than what might happen when someone does panic, and attempts something they ‘learned’ from watching a YouTube video.
High density altitude subtle gradual rising terrain narrow valley box canyon all considerations in mountain flying.nicely done ! No CFIT or stall. Rocky Mountain Pilots Association has an excellent mountain flying course so does The Finer Points.
I had an aerobatic instructor teach me a course reversal that was essentially in place, no left or right, no forward progress. Somewhat of a modified wingover.
Scott,
I learned aerobatics from Eric Müller, the Swiss aerobatic champion, in 1989. I liked the training, but I’ve never really became a fan of aerobatics. But there is one thing Eric taught me, which he called the “Escape Turn”. It was a cross over between a lazy eight and a wing over, much as you described. The width of the maneuver was only 3 wing spans. Knowing this maneuver once saved my life when flying in the Alps. And since then, I teach every pilot I fly with, this maneuver.
Safe flying to all.
Marten
Read the entire NTSB Form 6120.
Did this involve an unfortunate set of circumstances? Certainly.
Was “aeronautical decision making” a factor? Possibly.
Was the resulting situation handled like a pro? Absolutely.
I wonder how many others wouldn’t have survived the same scenario.
I hope I’m still flying …and that cool under pressure …when I’m 81 years old.