# NTSB FTW98FA127: Ireneusz Rans S-12, N95EW, Rockwall, TX, February 14, 1998 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: February 14, 1998, 17:14 local (23:14 UTC) - Place: Rockwall, TX - Coordinates: 32.920333, -96.449409 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=32.9203&lon=-96.4494&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal, 1 minor - Status: Completed, report January 28, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 20404 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW98FA127 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/20404/pdf - Page: https://openairdocs.org/ntsb/FTW98FA127 ## Probable cause The pilot's failure to maintain clearance while performing low altitude flight over the water. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with terrain/water, maneuvering - low altitude flight/maneuver - performed, pilot in command (cause) - altitude/clearance - not maintained, pilot in command (cause) ## Analysis The pilot flew the airplane at a low altitude above the water surface. Witnesses observed the airplane at 2 to 3 feet above the water on the south side of the Interstate 30 headed westbound. Subsequently, the airplane turned south, and the left wing and wheel went down into the water. The tail of the airplane came up into the air, and the airplane sank approximately 100 yards offshore. There were no discrepancies reported or found during the examination of the airplane. The water surface on the south side of the bridge was light chop with no white caps. Local weather facilities in the area reported 10 mile visibility, with overcast skies at 8,000 feet agl. ## Factual narrative HISTORY OF FLIGHT On February 14, 1998, at 1714 central standard time, an Ireneusz Rans S-12, experimental homebuilt airplane, N95EW, struck the water while maneuvering over the Ray Hubbard Reservoir near Rockwall, Texas. The airplane was owned and operated by the pilot under Title 14 CFR Part 91. The private pilot received minor injuries and the passenger received fatal injuries. The airplane sustained substantial damage. Visual meteorological conditions prevailed for the local personal flight and a flight plan was not filed. The personal flight originated from the Rockwall Municipal Airport at 1556. During a personal interview, conducted by the investigator-in-charge (IIC), and on the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) the pilot stated that the flight departed the Rockwall Municipal Airport at 1656 to the south, made a left crosswind turn, overflew the center of the airport, and departed the airport area by flying to the west toward the lake. Subsequently, the pilot flew the airplane to the south above the water along the shoreline of the lake. As the airplane approached the Interstate 30 (I-30) bridge, the pilot climbed the airplane to altitude to cross over the I-30 bridge. The pilot then descended the airplane above the water and flew to the west over the lake. Suddenly, the airplane nosed into the water and began to sink. The pilot exited the airplane and made several attempts to rescue the passenger. On the enclosed statement for the Dallas Police Department, the pilot reported that he had been flying about 15 minutes and the airplane was "performing just fine and there were no weather problems" and all of a sudden the airplane went into the lake, tipped up on its nose and sank. He further stated that he had been flying the airplane about 15 to 20 feet above the water. The following information was revealed during interviews, conducted by the IIC, with witnesses and on the enclosed statements. Vehicles cross the lake by using either of 2 parallel (Highway 66 and Interstate 30) roadways. A witness, at his residence on the lake shoreline, observed the airplane fly over the Highway 66 bridge, and fly to the west at 5 to 10 feet above the water. The airplane then turned south and flew as low as 6 inches above the water toward the I-30 bridge. Two witnesses near a boat ramp, where Highway 66 meets the east shore of the lake, observed the airplane cross over to the south side of Highway 66, descend to 2 to 3 feet above the water and fly toward the west shoreline. Upon reaching the west shoreline, the airplane climbed just high enough to clear the power lines running parallel to Highway 66, descended, and flew just above the water toward the east shoreline. Again upon reaching the east shoreline, the airplane climbed to just above the power lines and crossed back over Highway 66 to the south and flew toward I-30. Two witnesses driving eastbound on Highway 66 observed the airplane flying parallel to Highway 66 at 60 to 70 feet horizontal to their cars. One witness stated that the airplane leveled at 1 to 3 feet above the water. The other witness stated that he could look the pilot in the eye. Another witness, traveling eastbound on the Highway 66 bridge, observed the airplane flying westbound paralleling the Highway 66 bridge, at 2 to 3 feet off the water, pull up and circle back toward the east and fly 2 to 3 feet above the water. A witness driving westbound on Highway 66 observed through his windshield that the airplane, in a steep descent, narrowly missed the power lines running parallel to Highway 66. The airplane pulled up and flew 1 or 2 feet above the water while flying parallel to Highway 66 on the south side. Subsequently, the airplane pulled up into a steep climb and turned to the north, narrowly missing the power lines again, descended steeply while continuing to turn right until it was headed eastbound and flying low over the water. Another witness, traveling westbound on the Highway 66 bridge, observed the airplane flying to the west at 1 to 2 feet off the water. The witness stated that he was driving his vehicle at 50 to 60 mph and estimated the speed of the aircraft at 50 to 60 mph, since the airplane was parallel to the position of the car and slightly ahead of the car when it pulled up to go over the power lines. The airplane flew over the power lines and the Highway 66 bridge, made a steep dive toward the water, and then flew to the east. One of the witnesses, traveling eastbound on the I-30 bridge, stated that the airplane crossed I-30, "1/4 mile in front of me about 20 feet in the air, and turn[ed] west along the eastbound side of the I-30 bridge across the lake. The aircraft was approx[imately] 1-3 feet above the water flying very slow." This witness then "saw the [air]plane turn south and fly directly south approx[imately] 150 yards flying 1 foot above the water hit the water." The airplane nosed over and sank. Witnesses driving eastbound on the I-30 bridge observed the airplane 1 to 3 feet above the water. The airplane was flying to the west and then made a turn toward the south. The left wing and wheel went down into the water, the tail of the airplane came straight up into the air, and the airplane sank approximately 100 yards offshore. The pilot came to the surface in approximately 2 to 3 minutes. Another witness, traveling westbound on the I-30 bridge, stated that the airplane "came over the I-30 bridge at a height of 10 feet above the cars, then flew down to 2 to 3 feet above the water on the south side of the bridge and then flew to the west." Subsequently, the airplane turned to the left (south), the "left wing hit the water, and the airplane flipped upside down. The inverted airplane sank and the pilot came up in the water." PERSONNEL INFORMATION A review of FAA records and the pilot's logbooks, by the IIC, revealed that the pilot holds a private pilot certificate with the single engine land, multiengine land, and instrument ratings and a third class medical certificate. The last biennial flight review was completed on July 11, 1996, in the pilot's Beech A36TC airplane. The pilot's total flight time was 1,550 hours. From September 1997 through February 14, 1998, the pilot reported logging approximately 37 flight hours in N95EW. The passenger was the pilot's wife. According to the pilot, she had flown numerous times with the him in this aircraft. AIRCRAFT INFORMATION A review of the FAA records and the aircraft maintenance records and manuals, by the IIC, revealed the following information. The Rans S-12, N95EW, serial number 0492199, was issued the FAA experimental category airworthiness certificate on December 11, 1995. FAA registration for the aircraft was issued to the builder on February 1, 1996. The private pilot purchased the airplane from the builder on March 26, 1997. The pilot stated that there were "no" discrepancies (problems) with the airplane. The tachometer reading on September 1, 1997, was 0204.9 hours. The last condition inspection of the airplane was accomplished on September 19, 1997, and the aircraft was found to be in condition for safe operation. The Rans S-12, N95EW, was powered by the Bombadier-Rotax 582 engine (rebuilt in August 1997 and returned to service). The operator's manual states in part: Danger! Never fly the aircraft equipped with this engine at locations, speeds, altitudes, or other circumstances from which a successful no-power landing cannot be made. METEOROLOGICAL INFORMATION: Witnesses reported that the winds were less than 10 knots from the south. The water surface to the north of the Highway 66 bridge was glassy. On the south side of the I-30 bridge, the water surface was light chop. The pilot and the witnesses stated that there were no white caps forming on the water surface. Local weather facilities reported a 10 mile visibility ## Aircraft - Registration: [N95EW](https://openairdocs.org/deregistered/N95EW-2023-04-18), registration cancelled 2023-04-18, S/N 0492199 (OpenAirDocs) - Reported make and model: IRENEUSZ RANS S-12 - Registry model: [Woronko Ireneusz Eric RANS S-12](https://openairdocs.org/model/woronko-ireneusz-eric-rans-s-12) (registry code 05601GD) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 0492199 - Airframe hours: 246 - Engines: Rotax 582 reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Donovan R. Arterburn, Jr - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, September 19, 1997, 41 hours before - Departed: F46, TX ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 50; private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 1,550 total, 41 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 170° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: 6,000 ft broken - Temperature: 59 °F - Altimeter: 30.00 inHg - Observed at: TKI, 24 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 19980214001229A](https://openairdocs.org/incident/19980214001229A), Feb 14, 1998: Amtr RANSS12, Rowlett, TX, Substantial damage, 1 fatal. Acft crashed into a lake und unk circum, pass suffered fatal inj, pilot suff serious inj. Rowlett, TX. (.4)the pilot flew the airplane at a low altitude above… 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.