G-Dawg LLC JUST ACFT HIGHLANDER accident near Abingdon, Virginia, August 13, 2011
On August 13, 2011 at about 9:00 pm local time, a G-Dawg LLC JUST ACFT HIGHLANDER, an amateur-built aircraft,, registered N376CG, was substantially damaged in an accident during takeoff (rejected takeoff) near Abingdon, Virginia (Virginia Highlands Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate compensation for wind conditions during the aborted takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 13, 2011 · about 9:00 pm local time
- Place
- Abingdon, Virginia · Virginia Highlands Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- G-Dawg LLC JUST ACFT HIGHLANDER, amateur-built
- Registration
- N376CG · no longer on the register · serial JAESC0141
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he positioned the airplane on runway 24 and increased engine power to begin the takeoff roll but subsequently aborted the takeoff when he noted that the wind was becoming stronger. He stated that the wind lifted the airplane sideways and off the left side of the runway, where the airplane impacted a ditch, resulting in substantial damage to the empennage and wing spar. The pilot reported that there were no preaccident mechanical malfunctions or anomalies with the airplane. About the time of the accident, the recorded wind at the airport was from 350 degrees at 18 knots gusting to 30 knots with thunderstorms in the vicinity.
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
- Runway excursion during takeoff (rejected takeoff) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › (general) › Response/compensation
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 5,900 hours in all; 2,000 in this make and model; 75 in the last 90 days; 30 in the last 30 days; 5,900 as pilot in command
- Last flight review: March 25, 2011
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,115 hours
- Last inspection: annual inspection, June 15, 2011
- Maximum gross weight: 1,320 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 914 (piston); 0 hours total
- Operator: G-Dawg LLC
The flight
- Departed from: VJI Abingdon VA
- Destination: VJI Abingdon VA
- Flight plan: none
- Runway 24, 4,471 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 18 knots, gusting 30
- Visibility: 10 statute miles
- Sky: broken clouds at 7,000 ft; scat at 3,600 ft
- Temperature: 79°F (26°C), dew point 61°F (16°C)
- Altimeter: 30.04 inHg
- Observation at 8:55 pm from VJI
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.
Other NTSB records under N376CG the same tail number, which may have belonged to a different aircraft at the time
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.