Rans S-12 accident near Goldsby, Oklahoma, April 23, 1997
On April 23, 1997 at about 1:49 am local time, a Rans S-12, an amateur-built aircraft,, registered UNREG, was destroyed in an accident near Goldsby, Oklahoma (David Jay Perry airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot-in-command's improper judgment in allowing the passenger to control the airplane, and the pilot-in-command's inadequate supervision. Factors relating to the accident were: the passenger's failure to maintain minimum required airspeed, which resulted in an inadvertent stall; the passenger's lack of total experience; and the pilot-in-command's lack of total experience.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 23, 1997 · about 1:49 am local time
- Place
- Goldsby, Oklahoma · David Jay Perry · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Rans S-12, amateur-built · all S-12s on the register
- Registration
- UNREG · no longer on the register · serial 1194532
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported to the police that the passenger was operating the airplane when it, 'lost airspeed and began falling.' The pilot took control of the aircraft from the passenger and attempted to recover by lowering the nose to regain airspeed. During recovery, the airplane struck the ground. According to a witness, the airplane performed a touch and go. While turning downwind at approximately 100 feet, the aircraft 'apparently stalled.' He further stated that, 'the aircraft rolled to wings level and the nose was in an almost level attitude, approximately 20 degrees nose low at about 50 feet, when a second stall occurred.' According to an FAA inspector, the pilot believed that the airplane was in the ultralight category, therefore, did not need to be registered. However, according to FAR Part 103, the airplane was not eligible for an ultralight classification, and conditions had not been met for an exemption to Part 103 (for instructional purposes); the pilot-in-command was a student pilot and did not possess a medical certificate. Also, the passenger did not have an FAA pilot or medical certificate.
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
Pilot
- Certificate: student
- Flight time: 17 hours in all
- Medical certificate: None
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 582 (piston); 0 hours total
The flight
- Departed from: OK14 OK
- Flight plan: none
- Runway 35, 1,803 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 3 knots
- Visibility: 10 statute miles
- Sky: scat at 10,000 ft
- Temperature: 61°F (16°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 1:58 am from OKC, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
Other NTSB records under UNREG the same tail number, which may have belonged to a different aircraft at the time
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.