Amateur-built RANS S6ES accident near St. Augustine, Florida, December 2, 2010
On December 2, 2010 at about 8:22 pm local time, a amateur-built RANS S6ES, registered N26PP, was substantially damaged in an accident during initial climb near St. Augustine, Florida (Saint Augustine Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power during initial climb for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 2, 2010 · about 8:22 pm local time
- Place
- St. Augustine, Florida · Saint Augustine Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RANS S6ES
- Registration
- N26PP · no longer on the register · serial 0792327
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The accident flight was the first flight after the experimental light sport airplane's engine was removed and replaced. During initial climb, the engine experienced a partial power loss, followed by a total loss of power. During the emergency glide back to the airport, the airplane struck utility wires just prior to the runway. The wreckage was recovered and stored outside, unattended at the airport. Several weeks later, examination of the engine revealed no mechanical discrepancies that would have prevented normal operation. Following the examination, the engine was started and ran uninterrupted. The airplane owner stated that during engine installation, the mechanic routed the carburetor vent lines upward and tie-wrapped them at the top of each carburetor. The owner further stated that someone must have tampered with the wreckage, as the carburetor vent lines were found routed downward when the engine examination was conducted. The owner subsequently provided a blurry photograph of the engine during installation, prior to the accident, which showed the carburetor vent lines routed upward and tie-wrapped. The engine manufacturer confirmed that upward routing of the lines into an area of positive static pressure could result in fuel starvation. The mechanic stated that it did not matter if the carburetor vent lines were routed upward or downward and he could not remember which way he routed them on the accident airplane. He further stated that the installation manual did not specify if the lines should be routed upward or downward. Review of Rotax installation manual excerpts, provided by the mechanic, revealed: "15) Carburetor...CAUTION: The float chamber venting lines (3) lines have to be routed in a ram-air and vacuum free zone or into the airbox, according to the requirements and release of BRP-Rotax...These lines must not be routed into the slipstream or down the firewall...15.1.1) Drainage piping on airbox and drip trays...WARNING...Route the lines with a continuous decline." A low fuel level was found in the carburetor float bowl and the mechanical fuel pump, which was consistent with a possible fuel issue that included incorrect carburetor vent hose routing as stated by the airplane owner.
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
What happened, in order
- Loss of engine power (total) during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 31,270 hours in all; 6 in this make and model; 165 in the last 90 days; 89 in the last 30 days; 27,430 as pilot in command; 7,243 on instruments
- Last flight review: April 13, 2010
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 333 hours
- Last inspection: condition inspection, September 1, 2010; 0 hours since
- Maximum gross weight: 1,320 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912 ULS (piston); 0 hours total
The flight
- Departed from: SGJ St. Augustine FL at 8:15 pm
- Destination: SGJ St. Augustine FL
- Flight plan: none
- Runway 31, 7,996 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 340° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 18°F (-8°C)
- Altimeter: 30.19 inHg
- Observation at 7:58 pm from SGJ, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.