Amateur-built RV-8 accident near Mineral Wells, Texas, July 4, 2001
On July 4, 2001 at about 4:15 pm local time, a amateur-built RV-8, registered N50FG, was destroyed in an accident near Mineral Wells, Texas (Mineral Wells airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the jammed elevator control stick on takeoff roll. A contributory factor was the crosswind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 4, 2001 · about 4:15 pm local time
- Place
- Mineral Wells, Texas · Mineral Wells · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RV-8
- Registration
- N50FG · registry record · serial 80-309
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the takeoff roll, the pilot was unable to move the control stick back to the neutral "takeoff" position. After realizing the control was jammed forward, the pilot closed the throttle and attempted to maintain directional control with the brakes. The pilot was not able to free the elevator control stick. The pilot felt that he did not have sufficient runway to stop the airplane on the departure runway; therefore, he turned the airplane to the left onto another runway. Approximately 2/3 of the way through the turn, the "west wind lifted the left wing and the right wing struck the ground." The airplane rotated back to the right coming to rest on the approach end of the runway. Fire was immediately noticed, the pilot opened the canopy, and the airplane was evacuated. The airplane was consumed by fire. The pilot stated that the "control stick grip lodged behind [the] instrument panel on takeoff." The pilot recommended a "more secure attachment of [the] control stick grip and redesigned travel of [the] control stick so that [the] stick will not travel under instrument panel." The weather observation facility reported the wind from 260 degrees at 10 knots gusting to 15 knots.
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
Pilot
- Flight time: 12,430 hours in all; 115 in this make and model; 85 in the last 90 days; 30 in the last 30 days; 12,000 as pilot in command; 300 on instruments
- Last flight review: July 6, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 92 hours
- Last inspection: annual inspection, November 28, 2000; 51 hours since
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: MWL Mineral Wells TX at 4:15 pm
- Destination: F55 Granbury TX
- Flight plan: none
- Runway 17, 4,188 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 10 knots, gusting 15
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 63°F (17°C)
- Altimeter: 30.15 inHg
- Observation at 3:53 pm from MWL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.