# NTSB SEA98LA173: Koskella Long EZ, N5159P, Cascade, ID, September 2, 1998 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: September 2, 1998, 08:10 local (14:10 UTC) - Place: Cascade, ID - Coordinates: 44.58987, -115.569221 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=44.5899&lon=-115.5692&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report January 11, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 43900 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA98LA173 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/43900/pdf - Page: https://openairdocs.org/ntsb/SEA98LA173 ## Probable cause The pilot's failure to maintain airspeed on final approach. Factors include inadequate remedial action and erroneous airspeed indications. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Undershoot, approach - vfr pattern - final approach - flight/nav instruments,airspeed indicator - false indication (contributing factor) - airspeed - not maintained, pilot in command (cause) - remedial action - inadequate, pilot in command (contributing factor) - Gear collapsed, landing - roll ## Analysis The pilot, a Navy test pilot with approximately 1500 hours total flight time in the Long EZ, reported that on short final the aircraft began to settle rapidly and touched down hard approximately 250 feet short of the threshold. He indicated that there was no mechanical malfunction with the aircraft's power plant or systems. However, in his written report, he stated that on short final he 'scanned the instrument panel and noticed the airspeed read 100 mph. (This is way too high to stop a Long EZ on a 4000' runway.) Aircraft attitude seemed normal, approach was at appropriate altitude/lineup, so I reduced power and deployed the speed brake. In my aircraft, the speed brake blows closed at 95 mph from aerodynamic forces-it stayed out. As I mentally started processing the fact that the speed brake did not blow back, I sensed an increase in the rate of descent. I retracted the speed brake, added full power, and eased the nose up-touching down 250' short of the runway.' The pilot also reported that he believed the 'airspeed indicator stuck at 100 mph during final approach.' He stated that 'I'm not sure this could have reasonably been foreseen or prevented; higher approach speed would have prevented the settle that developed on short final, but I would have had to instantly recognize the airspeed indicator error. By the time I recognized an excess rate of descent and initiated a wave-off, it was too late to avoid touching down.' ## Factual narrative On September 2, 1998, approximately 0810 mountain daylight time, a Long EZ, N5159P, built and being flown by a commercial pilot, incurred substantial damage when the aircraft touched down short of runway 30 at the Cascade airport, Cascade, Idaho. Federal Aviation Administration personnel, who were initially notified by the airport, reported that wing spar damage was incurred, and that all three landing gear had collapsed. The pilot and his passenger were uninjured. Visual meteorological conditions prevailed, and no flight plan had been filed. The flight, which was personal in nature, was to have been operated under 14CFR91 and originated from Cascade approximately 0740 on the morning of the accident. Winds at McCall, Idaho, located 24 nautical miles north, were reported as calm at 0750. The pilot, a Navy test pilot with approximately 1500 hours total flight time in the Long EZ, reported that on short final the aircraft began to settle rapidly and touched down hard approximately 250 feet short of the threshold. He indicated that there was no mechanical malfunction with the aircraft's power plant or systems. However, in his written report, he stated that on short final he "scanned the instrument panel and noticed the airspeed read 100 mph. (This is way too high to stop a Long EZ on a 4000' runway.) Aircraft attitude seemed normal, approach was at appropriate altitude/lineup, so I reduced power and deployed the speed brake. In my aircraft, the speed brake blows closed at 95 mph from aerodynamic forces - it stayed out. As I mentally started processing the fact that the speed brake did not blow back, I sensed an increase in the rate of descent. I retracted the speed brake, added full power, and eased the nose up - touching down 250' short of the runway." The pilot went on to add that the cause of the accident was "slow/failure to recognize and respond to airspeed reading high at critical point in landing." The pilot also reported that he believed the "airspeed indicator stuck at 100 mph during final approach." He stated that "I'm not sure this could have reasonably been foreseen or prevented; higher approach speed would have prevented the settle that developed on short final, but I would have had to instantly recognize the airspeed indicator error. By the time I recognized an excess rate of descent and initiated a wave-off, it was too late to avoid touching down." ## Aircraft - Registration: [N5159P](https://openairdocs.org/deregistered/N5159P-2023-04-01), registration cancelled 2023-04-01, S/N 1508, built 1988 (OpenAirDocs) - Reported make and model: Koskella LONG EZ - Registry model: [Koskella Kenneth R LONG EZ](https://openairdocs.org/model/koskella-kenneth-r-long-ez) (registry code 05690M6) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Airframe hours: 1450 - Engines: Lycoming O-235-C2C 108 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Koskella, Kenneth, R. - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, June 10, 1998, 50 hours before - Departed: U70 - Airport: U70, Cascade, runway 30, 4,300 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 51; military, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, valid medical--no waivers/lim.; seat: front; flight hours: 5,500 total, 1,450 in this make and model, 5,300 as pilot in command, 40 in the last 90 days, 20 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 43 °F, dew point 37 °F - Altimeter: 30.00 inHg - Observed at: MYL ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19980902022219A](https://openairdocs.org/incident/19980902022219A), Sep 2, 1998: Amtr LONGEZ, Cascade, ID, Substantial damage. Acft approch speed was slow on final, and the acft struck a gravel overrrun s hort of the rwy causing the langing gear to collapse and substantial damage.… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.