Amateur-built S-19 accident near East Falmouth, Massachusetts, September 15, 2015
On September 15, 2015 at about 5:50 pm local time, a 2013 amateur-built S-19, registered N8DV, was substantially damaged in an accident during landing (flare/touchdown) near East Falmouth, Massachusetts (Falmouth Airpark 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 experimental airplane builder's failure to properly secure the stabilator trim tab push-pull tube’s connection, which resulted in the tube’s separation and a subsequent hard landing. Contributing to the accident was the pilot/owner's failure to detect the improperly secured connection during a recent condition inspection.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 15, 2015 · about 5:50 pm local time
- Place
- East Falmouth, Massachusetts · Falmouth Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built S-19, built 2013
- Registration
- N8DV · registry record · serial 060800011
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, during the landing flare, the experimental, amateur-built airplane "ballooned." He then relaxed back pressure on the control stick to correct; however, the airplane then struck the runway hard and departed the left side. Examination of the wreckage revealed that the stabilator trim tab (antiservo tab) push-pull tube's threaded end had separated from its connection, that the associated nut remained loose on the threads, and that the three end threads were stripped. Further examination revealed that only three of the threads in the push-pull tube's threaded end were engaged in the trim tab connection and that about 1 inch of the threaded portion of the push-pull tube was exposed and visible on the opposite side of the securing plain nut. The kit manufacturer's assembly manual cautioned that a minimum of ten threads must be engaged to secure the stabilator trim tab push-pull connection. The manual also stated that about 0.5 inch of the threaded end of the push-pull tube should be exposed and visible on the opposite side of the securing plain nut. The builder assembled the airplane from a kit, and it was issued a special airworthiness certificate about 20 months before the accident. The pilot purchased the airplane from the builder about 5 months before the accident. At the time of the accident, the airplane had accumulated 94.5 total flight hours. The pilot performed the last condition inspection about 4 months before the accident, which was 32.8 total flight hours before the accident. The excessive thread exposure on the opposite side of the securing plain nut would have been detectable during the most recent condition inspection; however, the pilot/owner failed to detect the excessive thread exposure during the inspection.
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
- Flight control sys malf/fail during landing (flare/touchdown) defining event
- Hard landing during landing (flare/touchdown)
- Loss of control on ground during landing
- Runway excursion during landing
- Nose over/nose down during landing
The NTSB's findings
- cause Aircraft › Aircraft systems › Flight control system › Stabilizer control system › Incorrect service/maintenance
- cause Personnel issues › Task performance › Maintenance › Installation › Owner/builder
- factor Personnel issues › Task performance › Inspection › Scheduled/routine inspection › Pilot
- factor Aircraft › Aircraft systems › Flight control system › Elevator tab control system › Inadequate inspection
Pilot
- Certificate: sport pilot
- Ratings: single-engine land
- Flight time: 558 hours in all; 37 in this make and model; 27 in the last 90 days; 10 in the last 30 days; 464 as pilot in command
- Last flight review: March 19, 2015
- Medical certificate: Sport Pilot
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 95 hours
- Last inspection: condition inspection, May 6, 2015; 33 hours since
- Maximum gross weight: 1,320 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912 ULS (piston); 95 hours total
The flight
- Departed from: 1N2 East Moriches NY at 4:40 pm
- Destination: 5B6 East Falmouth MA
- Flight plan: none
- Runway 25, 2,298 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 57°F (14°C)
- Altimeter: 30.21 inHg
- Observation at 5:55 pm from FMH, 5 miles away
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.
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.