Amateur-built RANS S-12 accident near Vienna, Maryland, August 11, 2013
On August 11, 2013 at about 10:00 pm local time, a 2007 amateur-built RANS S-12, registered N557BB, was substantially damaged in an accident during maneuvering (low-alt flying) near Vienna, Maryland. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The student pilot’s inadequate control of the airplane, which resulted in an aerodynamic stall and subsequent impact with water.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 11, 2013 · about 10:00 pm local time
- Place
- Vienna, Maryland · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RANS S-12, built 2007
- Registration
- N557BB · no longer on the register · serial 11960760
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot reported that, after maneuvering the experimental amateur-built Rans S-12 airplane in flight for several minutes, he banked the airplane right, applied engine power, and increased the airplane's pitch attitude but that "something didn't feel right." The student pilot responded by applying more power; however, the airplane started to descend. He turned the airplane's nose into the wind, applied full power to the engine, and continued to increase the pitch attitude, but the airplane still would not climb. The student pilot then reduced the engine power to idle while continuing to bank right, and the airplane subsequently impacted the water. An examination of the airplane revealed no preimpact mechanical malfunctions or anomalies that would have precluded normal operation. According to federal guidance, the Rans S-12 falls under the low-inertia and/or high-drag category, which makes the airplane susceptible to unintentional stalls. When the student pilot banked the airplane right and applied engine power, the airplane likely entered a stall due to the airplane's low-inertia and/or high-drag tendencies.
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
- Aerodynamic stall/spin during maneuvering (low-alt flying)
- Loss of control in flight during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Student pilot
- Personnel issues › Experience/knowledge › Experience/qualifications › Total experience w/ equipment › Student pilot
Dual student
- Certificate: student
- Flight time: 70 hours in all; 8 in this make and model; 5 in the last 90 days
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Pilot-Rated Passenger
- Certificate: private
- Ratings: single-engine land
- Flight time: 93 hours in all; 0 in this make and model
- Medical certificate: Class 3
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 975 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 582DCDI (piston); 20 hours total
The flight
- Departed from: Vienna MD at 9:50 pm
- Destination: Vienna MD
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 6,000 ft
- Temperature: 81°F (27°C), dew point 66°F (19°C)
- Altimeter: 30.03 inHg
- Observation at 9:59 pm from CGE, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
11 documents, released by the NTSB on March 14, 2014. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Weather Reports and Records | PDF, 1 page | View Download |
| 3 | Airplane Weight & Balance, Frederick Bryant (Airplane Builder) | PDF, 1 page | View Download |
| 4 | Memorandum of Record, FAA | PDF, 1 page | View Download |
| 5 | Memorandum of Record, Chester Martinek (Student Pilot) | PDF, 1 page | View Download |
| 6 | Memorandum of Record, Chester Martinek Followup | PDF, 1 page | View Download |
| 7 | Memorandum of Record, Daniel Martinek (Passenger) | PDF, 1 page | View Download |
| 8 | Record of Conversations, Witnesses | PDF, 3 pages | View Download |
| 9 | FAA Advisory Circular 90-109 Airmen Transition to Experimental or Unfamiliar Airplanes | PDF, 44 pages | View Download |
| 10 | Photograph #1: Picture of Accident Airplane on Owner's Property (Courtesy of FAA) | PDF, 1 page | View Download |
| 11 | Photograph #2: Picture of Aircraft Structural Tubing (Courtesy of Pilot) | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.