Amateur-built RS-15 SAILPLANE accident near Marysvale, Utah, July 17, 2010
On July 17, 2010 at about 10:10 pm local time, a amateur-built RS-15 SAILPLANE (glider), registered N15LQ, was substantially damaged in an accident during enroute (cruise) near Marysvale, Utah (Junction Airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The glider's encounter with insufficient atmospheric lift to maintain soaring flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 17, 2010 · about 10:10 pm local time
- Place
- Marysvale, Utah · Junction Airport · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RS-15 SAILPLANE
- Registration
- N15LQ · no longer on the register · serial 25
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While returning from a flight with a group of other gliders, the accident pilot reported to another pilot flying in the group that his glider was losing a significant amount of altitude and that he would be diverting to another airport. The pilot subsequently reported that the glider lost additional altitude and that he might need to land in a field west of a nearby town. The wreckage was found the following day on a small plateau in an inverted position at the 7,800-foot level on the side of a slope. The debris field consisted of components of the glider, which were all contained near the main wreckage. Strong winds and lenticular clouds were reported near the area of the accident site. It is likely that the glider encountered insufficient atmospheric lift to maintain soaring flight, and the pilot was not able to maintain clearance from terrain.
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
- Loss of lift during enroute (cruise) defining event
- Off-field or emergency landing during landing
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › (general) › (general) › Effect on operation
- Environmental issues › Physical environment › Terrain › Mountainous/hilly terrain › Not specified
- cause Environmental issues › Conditions/weather/phenomena › (general) › (general) › Ability to respond/compensate
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 625 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: ctr
- Injury: fatal
The aircraft
- Maximum gross weight: 750 lb
- Seats: 1
- Landing gear: fixed
The flight
- Departed from: 1L9 Parowan UT at 6:30 pm
- Destination: 1L9 Parowan UT
- Flight plan: none
Weather at the time
- Light: night, dark
- Wind: from 270° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 46°F (8°C)
- Altimeter: 30.28 inHg
- Observation at 2:53 am from BCE, 33 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.