NTSB WPR11LA202 — 2011-04-16 · Marana, Arizona, United States

Current FAA registration · N107JL

Make / Model: RANS S-12 AIRAILE
Year of manufacture: 2005 · 6 years old at event
Engine: ROTAX SEE BOMBADIER
Seats / Engines: 2 seats · 1 engine
Last airworthiness date: 20050604
ADS-B equipped: Yes — Mode-S A01F88

Source: FAA Aircraft Registry (releasable master file).

Aircraft involved

N107JL RANS S-12 None

Probable cause & findings

The pilot's failure to conduct an adequate preflight inspection, which resulted in a loss of engine coolant during climb due to an unsecured tank cap. Contributing to the accident was the pilot's failure to use available engine power to ensure a landing on an appropriate surface.

Factual narrative

HISTORY OF FLIGHT

On April 16, 2011, about 0805 mountain standard time, an experimental amateur-built Rans S-12S airplane, N107JL, was substantially damaged during an attempted precautionary landing at Pinal Airpark (MZJ), Marana, Arizona. The precautionary landing was prompted by an engine over-temperature event. The pilot/owner and his passenger were not injured. The personal cross-country flight was operated under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan had been filed. Prior to the flight, the pilot fueled the airplane so that the onboard fuel quantity was 16 gallons, which was 2 gallons less than the total capacity of 18 gallons. He then conducted a preflight inspection without the aid of a checklist. The pilot did not check the quantity of the engine coolant, or the security of the coolant system cap. About 0753, the airplane departed the Ultralight Strip Ultralight Flightpark (4AZ8), Marana, for Chapman Airstrip (58AZ), Young, Arizona, located approximately 110 miles to the north of 4AZ8. When the airplane had been in flight for about 14 minutes, and was at an altitude of about 6,000 feet above mean sea level (msl), the passenger detected an odor that she believed to be engine coolant. The pilot checked his engine instrumentation, and observed that the engine coolant and oil temperature gauges registered excessively high values. He reduced the throttle to idle and executed a 180-degree turn, with the intent of conducting a precautionary landing on runway 12 at MZJ. When the airplane was about 3,500 feet north of the threshold, the pilot determined that the airplane would not be able to reach the runway. When the airplane was just above a dry, fenced-in water catchment basin, the pilot realized that the fence would prevent the airplane from reaching a paved ramp on the airport property. The pilot made a "sharp turn" to the right about "10-20" feet above the ground, and intentionally "allowed the [air]plane to stall" onto the flat earthen floor of the basin. The airplane impacted right wing down, and sustained substantial damage to both wings. The pilot and passenger exited normally after the pilot shut down the engine.

PERSONNEL INFORMATION

The pilot held an FAA sport pilot certificate, and reported a total flight experience of 308 hours, including about 250 hours in the accident airplane make and model. His most recent flight review was completed in December 2009.

AIRCRAFT INFORMATION

The light-sport airplane was a high-wing pusher configuration, equipped with a Rotax 912S series engine mounted atop the cabin. According to the pilot, he was the third owner of the kit-built airplane. The airplane and engine had accumulated approximately 440 hours total time in service. The engine design utilized both air and liquid cooling. Liquid coolant was contained primarily within the engine and radiator, but the system incorporated an expansion tank and an overflow reservoir. The translucent reservoir was mounted on the lower fuselage, which enabled ready access and quantity-check capability. The metal expansion tank was mounted on the top forward portion of the engine, and was equipped with a pressure cap to enable system pressurization at normal engine operating temperatures. The expansion tank and cap were not readily visible or accessible to a person standing at the airplane; access to the tank required a ladder or workstand. The airplane was equipped with temperature gauges for the coolant and engine oil. The engine manufacturer's Operator's Manual requires that the coolant level in the expansion tank be verified as a "Daily Check."

METEOROLOGICAL INFORMATION

Automated weather observations from several airports near the accident location about the time of the accident included calm winds; clear skies; temperature values about 16 degrees C; and dew point values about minus 7 degrees C.

AIRPORT INFORMATION

The airport (MZJ) that the pilot selected for his precautionary landing was equipped with a single paved runway (12/30) that measured 6,849 feet by 150 feet. Airport elevation was 1,893 feet. The airport was not equipped with an air traffic control tower. The terrain around the airport was typically flat hard-packed desert floor with some scrub vegetation.

WRECKAGE AND IMPACT INFORMATION

The floor of the water catchment basin was level, hard-packed desert soil, free of vegetation and rocks. The ground scars measured about 40 feet long, and were consistent with the pilot's account of a stall-induced high-descent-rate impact in an approximate nose-level attitude. The right main landing gear was deformed up and aft, the fuselage bottom sustained crush damage, and both wing tips were deformed upwards about 15 degrees. The cockpit/cabin was not compromised. All flight controls remained attached, and control continuity was established for all. The engine oil tank, mounted atop the fuselage forward of the engine, contained the proper amount of oil. The oil appeared clean and free of debris. The coolant overflow reservoir was approximately half full. The coolant radiator, mounted on the underside of the fuselage, sustained significant crush and tearing damage, and was void of coolant. No coolant stains were observed on the ground beneath the radiator. The pressure cap for the coolant expansion tank was found improperly secured, and no coolant was found in the tank. Coolant stains were found on the engine and airframe downstream of the expansion tank. Before the flight, the sport pilot fueled the experimental, amateur-built, light-sport airplane and conducted a preflight inspection without the aid of a checklist. He and his passenger then departed for a destination about 110 miles away. About 14 minutes after takeoff, during the climb, the passenger smelled engine coolant, and the pilot observed excessively high engine oil and coolant temperature indications. He reduced engine rpm and decided to conduct a precautionary landing at a non-towered airport south of his current position. When the airplane was north of the runway threshold, he realized that he would not reach the runway and aimed instead for the airport ramp. He then realized he would not reach the ramp and intentionally allowed the airplane to stall onto the flat earthen floor of a water catchment basin. The pilot did not use available engine power during the descent to ensure a landing on an appropriate surface, even though the engine remained running until he shut it down after impact. Examination of the airplane revealed that the engine coolant had drained in flight due to an unsecured system cap. The pilot stated that he did not check the coolant system during his preflight inspection. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

FAA avdata. C = Cause, F = Factor.

C Personnel issues-Task performance-Inspection-Preflight inspection-Pilot - C
— Personnel issues-Task performance-Use of equip/info-Use of checklist-Pilot
F Personnel issues-Task performance-Use of equip/info-Use of equip/system-Pilot - F
C Aircraft-Fluids/misc hardware-Fluids-Coolant-Not inspected - C

Verbatim from NTSB's published report. Source file NTSB_2011_WPR11LA202.txt. Findings + structured fields enriched from FAA avall.mdb. Full investigation docket on data.ntsb.gov ↗.

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