Amateur-built RANS S-12 accident near Samoa, California, July 4, 1993
On July 4, 1993 at about 9:53 pm local time, a amateur-built RANS S-12, registered N410ZE, was substantially damaged in an accident near Samoa, California. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE INADVERTENT STALL OF THE AIRPLANE. FACTORS RELATED TO THIS ACCIDENT WERE: THE EMERGENCY PARACHUTE SYSTEM THAT WAS DEPLOYED BY THE PILOT, THE PARTIAL FAILURE OF THE PARACHUTE SURVIVAL EQUIPMENT TO DEPLOY PROPERLY, AND THE INSUFFICIENT INFORMATION PROVIDED BY THE AIRCRAFT PARACHUTE MANUFACTURER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 4, 1993 · about 9:53 pm local time
- Place
- Samoa, California · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RANS S-12
- Registration
- N410ZE · no longer on the register · serial 0591083
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
SEVERAL WITNESSES REPORTED THAT THE AIRPLANE, WHICH HAS A REAR MOUNTED ENGINE, SEEMED TO BE HAVING SOME DIFFICULTY WITH CONTROLLABILITY DUE TO THE HIGH WINDS IN THE AREA. THE CONSENSUS WAS THAT THE AIRPLANE APPEARED TO ENTER A STALL, AND THEN IT SPUN SEVERAL TIMES BEFORE IMPACTING THE GROUND. THE AIRCRAFT BALLISTIC PARACHUTE SYSTEM WAS MANUALLY DEPLOYED BY THE PILOT, BUT DID NOT INFLATE BEHIND THE AIRPLANE. THE PARACHUTE WAS FOUND ENTANGLED IN THE CRANKSHAFT JUST FORWARD OF THE PROPELLER. THE PARACHUTE OWNERS MANUAL STATES THE ENGINE SHOULD BE STOPPED PRIOR TO DEPLOYMENT OF THE PARACHUTE. IT ALSO RECOMMENDS NOT DEPLOYING THE PARACHUTE IN 'STRONG WINDS OR CONVECTION', ALTHOUGH NO SPECIFIC GUIDELINES WERE FOUND FOR THE PILOT TO FOLLOW IN THE EVENT HE ENCOUNTERED SUCH PHENOMENA. A SENIOR TECHNICIAN WHO WORKED AT THE PARACHUTE MANUFACTURER APPROVED THE INSTALLATION OF THE PARACHUTE PER PHOTO DOCUMENTATION, AS REQUIRED BY THE MANUFACTURER. THE COMPANY COULD NOT PROVIDE A WRITTEN RECORD OF THE APPROVAL. THE MANUAL DOES NOT ADDRESS A MINIMUM RECOMMENDED ALTITUDE OR A MINIMUM SPEED FOR THE DEPLOYMENT OF THE PARACHUTE. POST CRASH INVESTIGATION FAILED TO FIND ANY PRE EXISTING FAILURE/MALFUNCTION OF THE PROPELLER OR POWERPLANT.
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: private
- Ratings: single-engine land
- Flight time: 265 hours in all; 187 in this make and model; 62 in the last 90 days; 14 in the last 30 days; 255 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded, January 2, 2000
- Maximum gross weight: 900 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 582 (piston); 0 hours total
The flight
- Departed from: 033 Eureka CA at 8:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 330° at 20 knots, gusting 25
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 52°F (11°C)
- Altimeter: 29.00 inHg
- Observation at 9:59 pm from ACV, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.