# NTSB ERA12FA107: Shaw Douglas Wayne Rans S 7, N347DS, Somerville, TN, December 11, 2011 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: December 11, 2011, 13:30 local (19:30 UTC) - Place: Somerville, TN - Coordinates: 35.373332, -89.347778 - Nearby events: https://openairdocs.org/map.md?lat=35.3733&lon=-89.3478&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report August 15, 2012 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 82495 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA12FA107 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/82495/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=82495 - Page: https://openairdocs.org/ntsb/ERA12FA107 ## Probable cause The pilot's incapacitation due to a ruptured berry aneurysm during takeoff. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Impairment/incapacitation: other loss of consciousness](https://openairdocs.org/ntsb-findings/02012055): Personnel issues › Physical · Pilot (probable cause); cases with it: [Shaw Douglas Wayne RANS S 7, 1 case](https://openairdocs.org/ntsb-findings/02012055/cases.md?model=05618ZB), [All aircraft, 21 cases](https://openairdocs.org/ntsb-findings/02012055/cases.md) - [Performance/control parameters](https://openairdocs.org/ntsb-findings/01062000): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Shaw Douglas Wayne RANS S 7, 1 case](https://openairdocs.org/ntsb-findings/01062000/cases.md?model=05618ZB), [All aircraft, 1,269 cases](https://openairdocs.org/ntsb-findings/01062000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Shaw Douglas Wayne RANS S 7, 1 case](https://openairdocs.org/ntsb-events/240/sequence.md?model=05618ZB), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Takeoff: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241); cases with it: [Shaw Douglas Wayne RANS S 7, 1 case](https://openairdocs.org/ntsb-events/241/sequence.md?model=05618ZB), [All aircraft, 1,529 cases](https://openairdocs.org/ntsb-events/241/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Shaw Douglas Wayne RANS S 7, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=05618ZB), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis A witness reported that, during takeoff, the airplane became airborne about 300 feet down the turf runway. It then drifted right towards the trees, abruptly banked left, and oscillated about its roll axis. The airplane subsequently pitched up sharply to an angle of 45 degrees or more, followed by a stall and nose-down descent into the runway. According to the witness, the engine ran continuously during the impact sequence. Postaccident examination of the wreckage did not reveal any preimpact mechanical malfunctions. The sport pilot's autopsy report noted an acute rupture of a berry aneurysm, which most likely incapacitated him during the takeoff. The pilot's most recent Federal Aviation Administration third-class medical certificate was issued more than 4 years before the accident; however, as a sport pilot, he was not required to hold a current medical certificate, and, additionally, a more recent similar medical examination would likely not have detected the aneurysm. ## Factual narrative HISTORY OF FLIGHT On December 11, 2011, about 1330 central standard time, an experimental, amateur-built Rans S7, N347DS, operated by a private individual, was substantially damaged when it impacted a turf runway, following a loss of control during takeoff from a private airstrip in Somerville, Tennessee. The certificated sport pilot instructor was fatally injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. According to the owner of the airplane, it was assembled in 1991 and had several owners before he purchased it in 2004. He upgraded the engine in 2007 and flew a few hours that year, but then the airplane sat for 4 years. The owner based the airplane at his residence, which had a private airstrip. He planned to fly the airplane again; however, he wanted to obtain some instruction first to regain proficiency. Prior to giving instruction, the instructor wanted to fly the airplane solo as it had not been operated in 4 years. The airplane was equipped with two 9-gallon fuel tanks, one in each wing, which were approximately three-fourths full. After a thorough 1-hour preflight inspection, the instructor departed uneventfully from runway 5, an approximate 1,300-foot-long, 35-foot-wide, turf runway. About 300 feet beyond the approach end of runway 5, tall trees abutted the right side of the runway. The owner watched as the instructor completed an approximate 30-minute local flight, which included two touch-and-go-landings. After the third landing, the instructor back-taxied on runway 5 and began another takeoff roll. As the airplane became airborne about 300 feet down the runway, it drifted right towards the trees. The airplane abruptly banked left and subsequently oscillated about its roll axis. The airplane then pitched up sharply at an angle of 45 degrees or more, followed by a stall to the left and nose-down descent into the runway. The owner added that the engine ran continuously at high power throughout the accident sequence and the winds were light at the time. PERSONNEL INFORMATION The instructor, age 50, held a sport pilot and sport pilot flight instructor certificate, with ratings for airplane single-engine and glider. He also held a repairman light sport aircraft certificate. The instructor's most recent Federal Aviation Administration (FAA) third-class medical certificate was issued on July 10, 2007. At that time, he reported a total flight experience of 230 hours. The instructor's pilot logbook was not recovered. AIRCRAFT INFORMATION The two-seat tandem, high-wing, fixed tailwheel airplane, serial number 0491082, was constructed from a kit of metal tubing, with the wing and tail surfaces covered in fabric. It was powered by a Rotax 912 ULS, 100-horsepower engine, equipped with a Powerfin three-bladed ground adjustable composite propeller. According to the aircraft logbooks, it's most recentcondition inspection was completed when the most recent engine was installed new, on January 12, 2007. At that time, the airplane had accumulated 270.8 total hours of operation. Prior to the accident flight, the airplane had accumulated 283.4 total hours of operation. METEOROLOGICAL INFORMATION McKellar-Snipes Regional Airport (MKL), Jackson, Tennessee was located about 25 miles northeast of the accident site. The recorded weather at MKL, at 1353, was: wind from 080 degrees at 5 knots; visibility 10 miles; sky clear; temperature 8 degrees Celsius; dew point minus 6 degrees Celsius; altimeter 30.42 inches of mercury. WRECKAGE AND IMPACT INFORMATION The airplane impacted the runway near the departure end, and came to rest upright on a heading of 130 degrees. A postcrash fire ensued, which consumed a majority of the wreckage, including the fabric. The right wing had separated from the fuselage and the left wing had partially separated. The left and right ailerons were approximately neutral and the flaps were retracted. The empennage remained intact and did not exhibit impact damage. The elevator trim tab remained in a fixed, bolted position. Control continuity was confirmed from the ailerons, through cables to push-pull tubes, to the cockpit control stick. Continuity was confirmed from the flaps, through cables to the flap handle, which had separated in the cockpit. Continuity was also established from the rudder, through cables to the rudder pedals in the cockpit. Elevator control continuity was confirmed from the elevator via push-pull tubes, through a melted separation in the cabin, to the control stick in the cockpit. The cockpit was consumed by fire and no cockpit instrumentation was recovered. The pilot's front seat could be adjusted to three different bolted positions, and it had remained in a bolted position. Additionally, the owner reported that the pilot's 4-point harness also remained intact. The engine sustained thermal damage and remained partially attached to its mounts. The propeller hub remained attached to the engine and the three composite propeller blades had melted. All four cylinders remained attached to the engine and the sparkplugs remained attached to the cylinders, but had partially melted into the cylinders. The carburetor, single magneto, fuel filter, oil reservoir, and rear accessory housing had separated from the engine and melted. The starter remained attached and the engine was rolled upright by hand. The crankshaft could be rotated approximately 30 degrees by hand; however, impact and thermal damage precluded further engine continuity examination. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot by the Office of the Shelby County Medical Examiner, Memphis, Tennessee, on December 12, 2011. The cause of death was noted as "Blunt force injuries with a contributing factor of ruptured Berry aneurysm." Toxicological testing was performed on the pilot by the FAA Bioaeronautical Science ResearchLaboratory, Oklahoma City, Oklahoma. The test results were negative for drugs and alcohol. ## Aircraft - Registration: [N347DS](https://openairdocs.org/deregistered/N347DS-2012-01-21), registration cancelled 2012-01-21, S/N 0491082, built 1991 (OpenAirDocs) - Reported make and model: SHAW DOUGLAS WAYNE RANS S 7 - Registry model: [Shaw Douglas Wayne RANS S 7](https://openairdocs.org/model/shaw-douglas-wayne-rans-s-7) (registry code 05618ZB) (OpenAirDocs) - Registry engine: [Bombardier ROTAX (ALL)](https://openairdocs.org/engine/bombardier-rotax-all) (registry code 09050, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 0491082 - Airframe hours: 284 - Engines: Rotax 912 ULS 100 horsepower reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Personal, Part 91 - Operator: Miller Ira L - Registered owner: Miller Ira L - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, January 12, 2007, 13 hours before - Departed: NONE, Somerville, TN - Destination: NONE, Somerville, TN - Airport: NONE, runway 05, 1,300 × 35 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 50; injuries: fatal; sport pilot; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; seat: front; toxicology performed; flight hours: 230 total ## Weather - Conditions: Visual (VMC), Day - Wind: 80° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 46 °F, dew point 21 °F - Altimeter: 30.42 inHg - Observed at: MKL, 25 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20111211029089A](https://openairdocs.org/incident/20111211029089A), Dec 11, 2011: Shaw Douglas Wayne RANS S 7, Somerville, TN, Destroyed, 1 fatal. On December 11, 2011, at approximately 1320 CST, N347DS, a rans S-7, amateur built aircraft, crashed near Somerville, TN. The pilot, who was the only person… ## Docket (10 files) The files NTSB released with the investigation on June 26, 2012, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=82495. 2.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 533 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40364642&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Interview Summaries (item 2, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40364643&FileExtension=.PDF&FileName=Interview%20Summaries-Master.PDF - Excerpt From Aircraft Logbook (item 3, .PDF, 171 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40364647&FileExtension=.PDF&FileName=Excerpt%20From%20Aircraft%20Logbook-Redacted.PDF - Weather Report (item 4, .PDF, 16 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40364644&FileExtension=.PDF&FileName=Weather%20Report-Master.PDF - Toxicological Report (item 5, .PDF, 113 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40364645&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 6, .PDF, 118 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40364646&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Photo 1: Aft View of Main Wreckage (item 7, .PDF, 253 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40364648&FileExtension=.PDF&FileName=Photo%201%3A%20%20Aft%20View%20of%20Main%20Wreckage-Master.PDF - Photo 2: Front View of Main Wreckage (item 8, .PDF, 285 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40364649&FileExtension=.PDF&FileName=Photo%202%3A%20%20Front%20View%20of%20Main%20Wreckage-Master.PDF - Photo 3: Engine (item 9, .PDF, 291 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40364650&FileExtension=.PDF&FileName=Photo%203%3A%20%20Engine-Master.PDF - Photo 4: Runway 5 (item 10, .PDF, 275 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40364651&FileExtension=.PDF&FileName=Photo%204%3A%20%20Runway%205-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.