Amateur-built RS-15 accident near Windsor, Virginia, August 27, 2010
On August 27, 2010 at about 5:55 pm local time, a amateur-built RS-15 (glider), registered N29WB, was substantially damaged in an accident during takeoff near Windsor, Virginia (Garner Airport). It was an external-load flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate installation and preflight inspection of the right rudervator assembly, which resulted in a loss control during takeoff.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 27, 2010 · about 5:55 pm local time · cases in 2010
- Place
- Windsor, Virginia · Garner Airport · cases near this airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RS-15
- Registration
- N29WB · registry record · serial 36
- Damage
- Substantial damage
- Flight
- External-load flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot/co-owner of the experimental amateur-built glider, he assembled the glider prior to takeoff, which required that the left and right ruddervators be placed in the flight position and secured with a spring-loaded pin, inserted through three holes. The pilot stated that he visually checked that the pin was properly installed, and physically shook the ruddervators prior to takeoff. The glider was being towed for takeoff, and was approximately 6 to 10 feet above the ground, when the right ruddervator rotated toward the left ruddervator. The pilot was not able to control the glider, and disconnected from the tow plane. The glider subsequently impacted the ground and sustained substantial damage to the fiberglass fuselage. Postaccident examination of the glider by a Federal Aviation Administration inspector did not reveal any malfunctions of the ruddervator locking mechanism. The pin required about 25 pounds of force to move, and made a snapping noise when released. The inspector noted that the snapping noise was associated with the pin inserting through all three holes; however, further inspection revealed that the pin had only gone through two of the three holes.
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
What happened, in order
- Loss of control in flight during takeoff defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incomplete action › Pilot
- cause Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
- cause Aircraft › Aircraft structures › Empennage structure › (general) › Inadequate inspection other cases naming the airframe structure
- cause Aircraft › Aircraft structures › Empennage structure › (general) › Incorrect service/maintenance other cases naming the airframe structure
Pilot
- Certificate: private
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane; rotorcraft: glider
- Flight time: 561 hours in all; 89 in this make and model
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: ctr
- Injury: minor injuries
The aircraft
- Airframe total time: 275 hours
- Last inspection: condition inspection, March 15, 2010
- Maximum gross weight: 940 lb
- Seats: 1
- Landing gear: fixed
The flight
- Departed from: 3VA8 Windsor VA at 5:55 pm
- Destination: 3VA8 Windsor VA
- Flight plan: none
- Runway 36, 2,600 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,600 ft; scat at 3,500 ft
- Temperature: 82°F (28°C), dew point 72°F (22°C)
- Altimeter: 30.07 inHg
- Observation at 8:00 pm from SFQ, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
7 documents, released by the NTSB on October 19, 2010. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1/2 | PDF, 8 pages | View Download |
| 2 | FAA Inspector Statements | PDF, 2 pages | View Download |
| 3 | Airworthiness Certificate | PDF, 1 page | View Download |
| 4 | Assembly Procedures | PDF, 4 pages | View Download |
| 5 | Soaring Safety Foundation - Safety Advisory | PDF, 3 pages | View Download |
| 6 | Photograph # 1 – Rudervator Locking Mechanism – Unlocked Position (Provided by FAA) | PDF, 1 page | View Download |
| 7 | Photograph # 2 – Rudervator Locking Mechanism Close-up – Unlocked Position (Provided by FAA) | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N29WB on the register today · the tail number may have moved to another aircraft since
- Garner Airport · nearest airport
- Accidents and incidents in Virginia 1,361 since 1982 · 228 in the last ten years
- Virginia 5,973 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/ERA10CA477.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.