Amateur-built RV6A accident near Nokesville, Virginia, November 21, 2006
On November 21, 2006 at about 9:15 pm local time, a amateur-built RV6A, registered N5779, was substantially damaged in an accident near Nokesville, Virginia (Skyview airport). It was a personal 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 compenstation for a crosswind while landing, which resulted in a loss of directional control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 21, 2006 · about 9:15 pm local time
- Place
- Nokesville, Virginia · Skyview · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RV6A
- Registration
- N5779 · no longer on the register · serial 60004
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot/owner of the amateur-built RV6A airplane stated that it was his first landing attempt in the airplane at his home airport. The runway was oriented east/west on rolling terrain with several "undulations" along its length. The pilot explained that his usual technique was to touchdown on the upslope of the first undulation, become airborne "briefly" over the crest, then touchdown again on the downslope and complete the landing on the runway. He had performed this landing "many times" in his 2,400-pound Grumman Cheetah. While landing the 1,500-pound RV6A, the pilot closed the throttle at touchdown on the upslope, crested the rise, and climbed "much higher than my previous aircraft." The airplane remained airborne a greater distance down the runway than usual, and a "strong crosswind blew it" off the south side of the runway where it landed and subsequently struck a tree. The pilot reported 196 total hours of flight experience, 7 hours of which were in make and model. He also reported that there were no mechanical deficiencies with the airplane. The winds reported 5 miles east were from 030 degrees at 11 knots gusting to 14 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
- Certificate: private
- Ratings: single-engine land
- Flight time: 196 hours in all; 7 in this make and model; 7 in the last 90 days; 7 in the last 30 days
- Medical certificate: Class 3
- Injury: minor injuries
The aircraft
- Airframe total time: 199 hours
- Last inspection: condition inspection, November 1, 2006; 10 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: KCJR Culpeper VA at 4:00 pm
- Destination: 51VA Nokesville VA
- Flight plan: VFR
- Runway 27, 2,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 030° at 11 knots, gusting 14
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 46°F (8°C), dew point 27°F (-3°C)
- Altimeter: 30.40 inHg
- Observation at 3:55 pm from HEF
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.