# NTSB WPR09LA287: Howard Long EZ, N7999H, Placerville, CA, June 14, 2009

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Limited investigation · Final report
- Date: June 13, 2009, 17:50 local (Jun 14, 2009, 00:50 UTC)
- Place: Placerville, CA
- Coordinates: 38.724166, -120.753051 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=38.7242&lon=-120.7531&mi=10
- Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping)
- Defining event: [Landing-landing roll: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330)
- Highest injury: No injuries
- Injuries: 1 uninjured
- Status: Completed, report November 9, 2009
- Report: Approved by Office Director
- NTSB office: Western Pacific Region
- Parties: Federal Aviation Administration
- NTSB case key (mKey): 74045
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR09LA287
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/74045/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=74045
- Page: https://openairdocs.org/ntsb/WPR09LA287

## Probable cause

The pilot's inability to maintain directional control during the landing roll due to a jammed brake cable.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Landing gear system: brake](https://openairdocs.org/ntsb-findings/01023242): Aircraft › Aircraft systems · Malfunction (probable cause); cases with it: [Howard Thomas J JR LONG EZ, 1 case](https://openairdocs.org/ntsb-findings/01023242/cases.md?model=05690C6), [All aircraft, 297 cases](https://openairdocs.org/ntsb-findings/01023242/cases.md)
- [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Howard Thomas J JR LONG EZ, 1 case](https://openairdocs.org/ntsb-findings/01062020/cases.md?model=05690C6), [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Landing-landing roll: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) (defining event); cases with it: [Howard Thomas J JR LONG EZ, 1 case](https://openairdocs.org/ntsb-events/330/sequence.md?model=05690C6), [All aircraft, 994 cases](https://openairdocs.org/ntsb-events/330/sequence.md)
- [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Howard Thomas J JR LONG EZ, 1 case](https://openairdocs.org/ntsb-events/300/sequence.md?model=05690C6), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md)
- [Landing-landing roll: Ground collision](https://openairdocs.org/ntsb-events/200); cases with it: [Howard Thomas J JR LONG EZ, 1 case](https://openairdocs.org/ntsb-events/200/sequence.md?model=05690C6), [All aircraft, 618 cases](https://openairdocs.org/ntsb-events/200/sequence.md)

## Analysis

The pilot reported that following an uneventful landing, he applied light pressure to both the left and right brakes. The pilot noted that the left brake was inoperative and the airplane began to veer to the right. Despite the pilot's control inputs, the airplane exited the runway towards a row of stationary airplanes. He applied full right rudder/brake to miss the parked aircraft. Subsequently, the airplane impacted an unoccupied stationary vehicle which resulted in structural damage to both wings and fuselage. Examination of the brake system by a Federal Aviation Administration inspector revealed no anomalies with the left brake master cylinder. The inspector reported that the brake control cable was routed through the middle of a neoprene plastic housing, which was an attachment point for the rear foot pegs. The neoprene plastic housing was attached to an aluminum sliding fixture that was mounted to the interior fuselage structure. A compression sleeve band attached to the brake cable allowed the cable to engage the neoprene plastic housing when forward pressure was applied to the rear foot pegs to actuate the brakes. The inspector stated that a small amount of sideways pressure was applied to the brake cable under the rear cockpit floor. The cable compression sleeve contacted the aluminum sliding fixture. Subsequently, normal pressure was applied to the forward left foot peg with restricted forward movement noted.

## Factual narrative

On June 13, 2009, about 1750 Pacific Daylight time, an amateur built Howard Long EZ experimental airplane, N7999H, was substantially damaged when it collided with a stationary vehicle during landing roll at the Placerville Airport (PVF), Placerville, California. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot, sole occupant of the airplane, was not injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The cross-country flight originated from Marysville, California at 1715, with an intended destination of PVF. In a written statement, the pilot reported that during cruise flight, he noticed an unusual yaw and obtained visual assistance from the pilot of another airplane to detect the source of the yaw. The pilot stated that the left winglet was observed "out of alignment." The pilot entered the traffic pattern for runway 23, a 4,201-foot long and 75-foot wide asphalt runway. While turning final, the pilot noticed that the left rudder was "possibly inoperative." Following an uneventful landing, the pilot applied light pressure to both the left and right brakes. The pilot noted that the left brake was inoperative and the airplane began to veer to the right. Despite the pilot's control inputs, the airplane exited the runway onto a parallel taxiway. The pilot stated that the airplane was heading towards a row of stationary airplanes and applied full right rudder/brake to miss the parked aircraft. Subsequently, the airplane impacted an unoccupied stationary vehicle and came to rest upright. Examination of the airplane by the pilot revealed that the right wing, fuselage, and left wing were structurally damaged. Examination of the airplane's flight control and brake system was conducted by a Federal Aviation Administration (FAA) inspector. The inspector reported that the left and right brake systems are independent of one another. A 14-foot long 8th inch diameter stainless steel cable was routed through the interior area of the fuselage from the rudder pedals to a bellcrank located near the brake master cylinder on the engine firewall. The left and right brake cables were mostly routed independently from the forward cockpit rudder pegs through a stainless steel sleeve, which was embedded within the fuselage fiberglass structure. The inspector further reported, to allow the cables to be routed through an auxiliary set of rear mounted rudder foot pegs, about 8 inches of each brake cable was exposed underneath the floor of the rear cockpit. Each cable passed through the middle of a neoprene plastic housing, which was an attachment point for the rear foot pegs. The neoprene plastic housing was attached to an aluminum sliding fixture, which was mounted to the interior fuselage structure. A compression sleeve band swaged onto the brake cable allowed the cable to engage the neoprene plastic housing when forwardpressure was applied to the rear foot pegs. The left brake primary cable was disconnected from the bellcrank. The left master cylinder brake unit was actuated manually and functioned normally. The cable, outer casing and general routing were inspected. The inspector noted normal wear and reduction of cable tension on the left brake cable. The left brake cable was reattached to the bellcrank assembly. A small amount of sideways pressure was applied to the brake cable within the exposed area under the rear cockpit floor. The cable compression sleeve contacted the aluminum sliding fixture. Subsequently, normal pressure was applied to the forward left foot peg with restricted forward movement noted. The inspector added that prior to the accident flight; the airplane was unoccupied and parked at an air show. An unoccupied airplane was blown into the left wing of the accident airplane by a dust devil.

## Aircraft

- Registration: [N7999H](https://openairdocs.org/aircraft/N7999H), registered now, S/N 721, built 1987 (OpenAirDocs)
- Reported make and model: HOWARD LONG EZ
- Registry model: [Howard Thomas J JR LONG EZ](https://openairdocs.org/model/howard-thomas-j-jr-long-ez) (registry code 05690C6) (OpenAirDocs)
- Registry engine: [Lycoming O-320-D3G](https://openairdocs.org/engine/lycoming-o-320-d3g) (registry code 42156, reciprocating) (OpenAirDocs)
- Category: Airplane, amateur-built
- Serial number: 721
- Airframe hours: 1239
- Engines: LYCOMING O-235 SERIES 115 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Operator: Sullivan Timothy L
- Registered owner: Sullivan Timothy L
- Airworthiness certificate: Special, Experimental (Special)
- Last inspection: Condition, April 5, 2009, 7 hours before
- Departed: MYV, Marysville, CA
- Destination: PVF, Placerville, CA
- Airport: PVF, Placerville Airport, runway 23, 4,201 × 75 ft, asphalt

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 47; injuries: none; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review October 17, 2007; seat: center; flight hours: 447 total, 291 in this make and model, 384 as pilot in command, 19 in the last 90 days, 4 in the last 30 days, 4 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Wind: 200° at 7 knots
- Visibility: 10 statute miles
- Lowest ceiling: 4,100 ft overcast
- Temperature: 70 °F, dew point 52 °F
- Altimeter: 29.94 inHg
- Observed at: AUN, 21 nm away

## 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 20090613014659A](https://openairdocs.org/incident/20090613014659A), Jun 13, 2009: Amtr LONGEZ, Placerville, CA, Substantial damage. (-23) Enroute from the marysville airport, CA and subsequent landing at Placerville Airport, CA. Onto runway 23 the left brake failed. The airplane veered of…

## Docket (3 files)

The files NTSB released with the investigation on September 11, 2009, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=74045. 2.7 MB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40317379&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF
- Reports from Federal Agencies- FAA Inspector Statement (item 2, .PDF, 103 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40317380&FileExtension=.PDF&FileName=Reports%20from%20Federal%20Agencies-%20FAA%20Inspector%20Statement-Redacted.PDF
- Photo 1: Aft Cockpit Left Brake Control Cable Assembly. (item 3, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40317382&FileExtension=.PDF&FileName=Photo%201%3A%20Aft%20Cockpit%20Left%20Brake%20Control%20Cable%20Assembly.-Master.PDF

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.

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