# NTSB WPR24LA228: Vans RV-12IS, N725FA, Scappoose, OR, July 2, 2024 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Class 3 · Limited · Final report - Date: July 2, 2024, 13:30 local (20:30 UTC) - Place: Scappoose, OR - Coordinates: 45, -122 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=45.0000&lon=-122.0000&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: Serious injuries - Injuries: 1 serious - Status: Completed, report May 21, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: FAA, Rotax Aircraft Engines, Van's Aircraft Inc. - NTSB case key (mKey): 194637 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR24LA228 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194637/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=194637 - Page: https://openairdocs.org/ntsb/WPR24LA228 ## Probable cause The pilot’s failure to remove the seat belt used as a flight control lock from the right control stick before takeoff, which resulted in a loss of control, an aerodynamic stall, and a collision with terrain during takeoff. Contributing to the accident was the failure of the pilot to adequately check the flight controls before takeoff to ensure they were able to move without restraint. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: use of checklist](https://openairdocs.org/ntsb-findings/02063030): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Vans RV-12IS, 1 case](https://openairdocs.org/ntsb-findings/02063030/cases.md?model=069002L), [All aircraft, 336 cases](https://openairdocs.org/ntsb-findings/02063030/cases.md) - [Performance/control parameters: pitch control](https://openairdocs.org/ntsb-findings/01062022): Aircraft › Aircraft oper/perf/capability · Capability exceeded (probable cause); cases with it: [Vans RV-12IS, 2 cases](https://openairdocs.org/ntsb-findings/01062022/cases.md?model=069002L), [All aircraft, 526 cases](https://openairdocs.org/ntsb-findings/01062022/cases.md) - [Performance/control parameters: lateral/bank control](https://openairdocs.org/ntsb-findings/01062023): Aircraft › Aircraft oper/perf/capability · Capability exceeded (probable cause); cases with it: [Vans RV-12IS, 2 cases](https://openairdocs.org/ntsb-findings/01062023/cases.md?model=069002L), [All aircraft, 390 cases](https://openairdocs.org/ntsb-findings/01062023/cases.md) - [Inspection: preflight inspection](https://openairdocs.org/ntsb-findings/02061510): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Vans RV-12IS, 1 case](https://openairdocs.org/ntsb-findings/02061510/cases.md?model=069002L), [All aircraft, 551 cases](https://openairdocs.org/ntsb-findings/02061510/cases.md) - [Flight control system: gust lock or damper](https://openairdocs.org/ntsb-findings/01022770): Aircraft › Aircraft systems · Unintentional use/operation (probable cause); cases with it: [Vans RV-12IS, 1 case](https://openairdocs.org/ntsb-findings/01022770/cases.md?model=069002L), [All aircraft, 14 cases](https://openairdocs.org/ntsb-findings/01022770/cases.md) - [Performance/control parameters: pitch control](https://openairdocs.org/ntsb-findings/01062022): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Vans RV-12IS, 2 cases](https://openairdocs.org/ntsb-findings/01062022/cases.md?model=069002L), [All aircraft, 526 cases](https://openairdocs.org/ntsb-findings/01062022/cases.md) - [Performance/control parameters: lateral/bank control](https://openairdocs.org/ntsb-findings/01062023): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Vans RV-12IS, 2 cases](https://openairdocs.org/ntsb-findings/01062023/cases.md?model=069002L), [All aircraft, 390 cases](https://openairdocs.org/ntsb-findings/01062023/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: [Vans RV-12IS, 2 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=069002L), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Initial climb: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241); cases with it: [Vans RV-12IS, 2 cases](https://openairdocs.org/ntsb-events/241/sequence.md?model=069002L), [All aircraft, 1,529 cases](https://openairdocs.org/ntsb-events/241/sequence.md) - [Initial climb: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Vans RV-12IS, 2 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=069002L), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot departed after a quick stop during a cross-country flight. Flight data from the avionics unit installed in the airplane revealed that on takeoff, the airplane lifted off the ground and reached a maximum altitude of about 81 ft above ground level (agl). After liftoff, the airplane pitched up to a maximum angle of about 43° nose up and continuously rolled left, ultimately reaching a maximum of 60° of bank. The airplane’s pitch decreased rapidly over the next several seconds to 33° nose down, consistent with an aerodynamic stall. The airplane’s stall warning system activated 3 seconds before liftoff and deactivated about 1 second before impact. The airplane was airborne for about a total of 14 seconds before impacting terrain. Witnesses at the airport reported that they observed the airplane in a hard left-banked turn, in a nose-down attitude, until it impacted terrain. A review of pictures taken after the accident revealed that the right seat belt was looped around the right control stick, and it was secured to the full left and aft position. Flight data, impact damage around the control stick, and witnesses’ statements were all consistent with the right seat’s control stick being locked in the full left and aft position during the takeoff. It is likely that the pilot secured the right control stick with the seat belt acting as a flight control lock during his stop at the airport and failed to check that it was removed before takeoff. According to the pilot’s operating handbook for the accident airplane, the Before Takeoff Run-Up checklist calls for the flight controls to be checked. The recorded flight data did not reveal evidence of an engine run-up before takeoff, indicating that the pilot did not complete this checklist, and so did not benefit from the methodical self-assessment that the checklist provides. Postaccident examination of the airplane revealed no evidence of preimpact failures or malfunctions that would have precluded normal operation. ## Factual narrative On July 2, 2024, about 1330 Pacific daylight time, a Vans Aircraft Inc RV-12IS airplane, N725FA, was substantially damaged when it was involved in an accident near Scappoose, Oregon. The pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he had flown the airplane from Grove Field Airport (1W1), Camas, Washington, to Scappoose Airport (SPB), Scappoose, Oregon. A review of flight data recovered from an avionics unit installed in the airplane revealed that the airplane landed at SPB about HHMM. A witness at the airport observed the pilot walking to the restroom and stated that the airplane was not refueled. Recorded flight data showed that the airplane’s engine was started about 1322. The airplane began taxiing about 1325. About 1329, engine power increased to about 5,250 rpm, consistent with commencing takeoff from runway 15 at SPB. During the takeoff roll, the airplane’s pitch angle increased to about 14.5° nose up. About 9 seconds after the takeoff roll started, the airplane lifted off the ground and reached a maximum altitude of about 81 ft agl. After liftoff, the airplane continuously rolled left, ultimately reaching a maximum of 60° of bank. The airplane’s pitch angle increased further, reaching a maximum of 43° nose up about 2 seconds after liftoff. The pitch angle then decreased rapidly over the next 4 seconds to 33° nose down. The airplane’s stall warning system activated 3 seconds before liftoff and deactivated about 1 second before impact. The airplane was airborne for about a total of 14 seconds before impacting a taxiway east of runway 15. The pilot did not recall the accident flight. Witnesses at the airport reported that they observed the airplane in a hard left-banked turn, in a nose-down attitude, until it impacted terrain. A review of pictures taken after the accident revealed that the right seat belt was looped around the right control stick. The right control stick was secured to the full left and aft position. According to the RV-12 pilot’s operating handbook, the Before Takeoff Run-Up checklist calls for the flight controls to be checked. The recorded flight data did not reveal any evidence of engine rpm changes consistent with an engine run-up before takeoff. Postaccident examination of the airplane revealed no evidence of preimpact failures or malfunctions that would have precluded normal operation. The rib outboard of the right control stick was deformed around the base of the stick by impact damage, which prevented movement of the right control stick. ## Aircraft - Registration: [N725FA](https://openairdocs.org/aircraft/N725FA), registered now, S/N 12136, built 2023 (OpenAirDocs) - Reported make and model: VANS AIRCRAFT INC RV-12IS - Registry model: [Vans RV-12IS](https://openairdocs.org/model/vans-rv-12is) (registry code 06001B1) (OpenAirDocs) - Registry engine: [Rotax 912 IS series](https://openairdocs.org/engine/rotax-912-is-series) (registry code 55593, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 12136 - Year built: 2023 - Airframe hours: 1102.8 - Engines: ROTAX 912 IS 100 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Special, Special light-sport (Special) - Last inspection: 100 hour, June 13, 2004 - Departed: 1W1, Camas, WA - Destination: Same as departure - Airport: SPB, Scappoose, runway 33, 5,100 × 100 ft, asphalt - Equipment: Data recorder, Electronic flight bag or handheld device, Electronic multifunction display, Electronic primary flight display, Stall warning system, Auto-pilot, ADS-B, Angle of attack indicator ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 63; injuries: serious; sport pilot; airplane ratings: single-engine land; medical: sport pilot, without waivers/limitations; last flight review June 11, 2024; seat: left; restraint: 5-point; flight hours: 153.4 total, 24.6 in this make and model, 100.3 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 20° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: 4,000 ft broken - Temperature: 32 °F, dew point 32 °F - Altimeter: 30.09 inHg - Observed at: KSPB - METAR: METAR KSPB 021953Z AUTO 08003KT 10SM BKN040 A3023 RMK AO2 SLPNO ## 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 20240702009499A](https://openairdocs.org/incident/20240702009499A), Jul 2, 2024: Vans Aircraft Inc RV-12IS, Scappoose, OR, Substantial damage. The pilot took of from grove field (1W1) in camas Washington and flew the aircraft direct to Scappoose Airport (spb) where he appeared to be practicing… ## Docket (8 files) The files NTSB released with the investigation on May 21, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=194637. 4.9 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 10 pages, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20271445&FileExtension=pdf&FileName=NTSB%206120_Redacted-Rel.pdf - Accident photographs (item 2, PDF, 4 pages, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20277835&FileExtension=pdf&FileName=WPR24LA228%20Accident%20Photos-Rel.pdf - Airframe and engine examination report (item 3, PDF, 8 pages, 643 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20271582&FileExtension=pdf&FileName=WPR24LA228%20Airframe%20and%20Engine%20Examination%20%20Report%20%20DRAFT%20Final-Rel.pdf - Memorandum for records (record of emails) (item 4, PDF, 3 pages, 77 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20272333&FileExtension=pdf&FileName=Memo%20For%20Records%20Final-Rel.pdf - RV-12 POH excerpt (item 5, PDF, 1 page, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20271157&FileExtension=pdf&FileName=RV-12-POH-Rev-19%20Excerpt-Rel.pdf - Garmin flight data (item 6, CSV, 277 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20270310&FileExtension=csv&FileName=log_20240702_132020_KSPB_Color-Rel.csv - Party form (item 7, PDF, 1 page, 983 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20271242&FileExtension=pdf&FileName=WPR24LA228%20NTSB%20Party%20Agreement_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 8, PDF, 1 page, 234 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20272162&FileExtension=pdf&FileName=SIGNED%20NTSB%20Release-%20118654_Redacted-Rel.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.