Amateur-built Rans S-12 accident near Waldorf, Maryland, July 16, 2001
On July 16, 2001 at about 10:30 pm local time, a amateur-built Rans S-12, registered N40R, was substantially damaged in an accident near Waldorf, Maryland. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fuel contamination. A factor related to the accident was the builder’s decision to not install fuel tank drains.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 16, 2001 · about 10:30 pm local time
- Place
- Waldorf, Maryland · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Rans S-12
- Registration
- N40R · registry record · serial 0891117
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to departing on the accident flight, the pilot fueled the airplane with fuel cans that he had in the garage; however, he could not recall how old the fuel was, or when the last fueling of the airplane took place. The pilot estimated that the wing tanks were filled "half way" prior to the fueling. After departure, while in cruise flight, the pilot turned the airplane, and the engine suddenly lost all power. The pilot performed a forced landing to a construction site, and the airplane touched down hard, coming to rest upright. The fuel tanks were not equipped with fuel sump drains, and the only means of assuring the fuel was absent of contamination, was a sump drain located on the manifold, which provided fuel to the engine. According to a representative of the airplane kit manufacturer, the kit was produced with two flat fuel tanks, which included withdrawal points located on the front and back of the tanks. Fuel lines from both wing tanks were then routed to a "mixer block," which was located about 2 feet below the tanks. A valve, located on the "mixer block," enabled the pilot to drain fuel and check for contamination. The representative added that it was at the discretion of the kit builder to install sump drains at the low point of the wing fuel tanks, and they did not provide any guidance on preflight procedures.
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: 860 hours in all; 400 in this make and model; 623 as pilot in command
- Last flight review: July 12, 2000
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 630 hours
- Last inspection: annual inspection, February 6, 2001; 56 hours since
- Maximum gross weight: 1,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: 912 (piston); 0 hours total
The flight
- Departed from: W18 Laurel MD at 10:00 pm
- Destination: NONE Waldorf MD
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 6 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 22,000 ft
- Temperature: 79°F (26°C), dew point 59°F (15°C)
- Altimeter: 30.09 inHg
- Observation at 10:55 pm from ADW, 10 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.
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.