Amateur-built RS-15 accident near Ward, Arkansas, July 3, 1997
On July 3, 1997 at about 7:45 pm local time, a amateur-built RS-15 (glider), registered N8032H, was substantially damaged in an accident near Ward, Arkansas (Edward'S Sailplane Ranch airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadvertent stall. Factors were the pilot's failure to attain the proper touchdown point, his failure to use the flaps to obtain the proper touchdown point, and the pilot's lack of recent experience in the type of aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 3, 1997 · about 7:45 pm local time
- Place
- Ward, Arkansas · Edward'S Sailplane Ranch · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RS-15
- Registration
- N8032H · registry record · serial 48
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Witnesses reported that the glider was approaching to land with the landing gear extended at a normal speed and altitude; however, it floated at 6 to 8 feet above the runway. The witnesses stated that the glider's flaps were not deployed which accounted for the glider's extended flight over the runway without a perceived loss of altitude or airspeed. The witnesses further reported that as the glider was approximately 400 feet from the departure end of the east runway, the pilot elected to abort the landing and execute a climbing right turn with approximately 60 degrees bank angle. One witness stated that the glider 'appeared to stall at about 65 feet above the ground and dropped into trees' south of the runway. The 1979 glider was described as a high performance sailplane with a 40:1 glide ratio that relies solely on the flaps for airspeed and altitude control. Three full rotations are required to either extend or retract the flaps. The 19 hour glider pilot discussed 'going counter crank on the flaps' as a factor. The flap crank was not marked as to the direction (clockwise or counter-clockwise) required to extend and retract the flaps.
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
- Certificate: commercial pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 2,900 hours in all; 16 in this make and model; 3 in the last 90 days; 2 in the last 30 days; 200 as pilot in command
- Medical certificate: None
- Seat: ctr
The aircraft
- Airframe total time: 102 hours
- Last inspection: annual inspection, June 16, 1997; 1 hours since
- Maximum gross weight: 740 lb
- Seats: 1
- Landing gear: fixed
- Engine: (type not recorded); 0 hours total
The flight
- Departed from: NONE at 7:35 pm
- Flight plan: none
- Runway 9, 2,500 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 100° at 3 knots
- Visibility: 6 statute miles
- Sky: scat at 3,000 ft
- Temperature: 91°F (33°C), dew point 81°F (27°C)
- Altimeter: 29.00 inHg
- Observation at 7:45 pm from LRF, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.