NTSB Reportsh1>
NTSB Identification: LAX06LA024
14 CFR Part 91: General Aviation
Accident occurred Wednesday, November 02, 2005 in Sparks, NV
Aircraft: Schleicher ASH 26 E, registration: N26XL
Injuries: 1 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On November 2, 2005, about 0940 Pacific standard time, a Schleicher Alexander GMBH & Company, ASH 26E (powered glider), N26XL, experienced an in-flight breakup over Sparks, Nevada, during an unknown phase of flight. The glider was destroyed, and the airline transport pilot was seriously injured. The pilot owned and operated the glider. Visual meteorological conditions prevailed at the ground level impact site, and undetermined conditions existed aloft. The personal flight was performed under the provisions of 14 CFR Part 91, and an instrument flight rules flight plan was in effect. The flight originated from Inyokern, California, about 0645.
Preliminary information received from Federal Aviation Administration (FAA) quality assurance personnel indicates that the pilot did not report experiencing any difficulties during the flight. The pilot had been cleared to fly in an airspace block between FL 180 and FL 280. Controllers opined that the pilot's communications sounded "normal" during conversations within minutes of their losing radio and radar contact.
FAA air route traffic control center recorded radar data for the last 8 minutes 13 seconds of recorded flight indicates that at 0932:17 the glider was at a mode C transponder altitude of 20,000 feet. At 0935:42, the glider's altitude had decreased to 18,800 feet, and at 0939:06, it had increased to 20,800 feet.
The last (mode C) radar hit occurred at 0939:30. At this time the glider was located about 0.8 nautical miles (nm) north-northeast (030 degrees, magnetic) of Sparks. One minute later the glider was about 2.2 nm and 032 degrees from Sparks.
The main wreckage was found about 2.6 nm north-northeast of Sparks. The wings and the horizontal stabilizers were not with the main wreckage. They have not, as yet, been located. According to Sparks Police Department personnel, various other components from the glider have been located in the city over an approximate 5-mile-long path.
Several FAA air traffic controllers, based in the Reno/Tahoe International Airport control tower, reported observing a target rapidly descend on their D-BRITE radar. Using binoculars while looking in the same general area, they observed a parachute. The controllers telephoned 911 and advised local authorities of the situation.
The pilot, with his deployed parachute, was located about 1.6 nm and 007 degrees from the main wreckage.
The Reno Airport, elevation 4,415 feet mean sea level, is located about 4.8 nm south of the accident site. At 0956, Reno reported the following weather conditions at the airport: wind from 190 degrees at 29 knots with gusts to 38 knots; 10 miles visibility; few clouds at 10,000 feet and broken clouds at 15,000 and 25,000 feet.
An acquaintance of the pilot reported to the National Transportation Safety Board investigator that, at the time of the accident, he was soaring several miles from the accident site. The acquaintance stated that his friend was engaged in a cross-country wave soaring activity. Lenticular clouds were present in the area
NTSB Identification: SEA06CA023
14 CFR Part 91: General Aviation
Accident occurred Saturday, December 03, 2005 in Sandpoint, ID
Aircraft: Diamond Aircraft Industries HK 36 TTC, registration: N543MD
Injuries: 2 Uninjured.
On December 3, 2005, about 1600 Pacific standard time, a Diamond Aircraft Industries HK 36 TTC, N543MD powered glider, registered to and operated by the pilot as a 14 CFR Part 91 instructional flight, collided with a tractor during takeoff from a private airstrip near Sandpoint, Idaho. Visual meteorological conditions prevailed at the time and no flight plan was filed. The glider was substantially damaged and the private pilot owner and flight instructor were not injured. The flight departed from Sandpoint Airport about 30 minutes prior to the accident.
During a telephone interview and subsequent written statement, the pilot stated that they had been practicing short field approaches at the Sandpoint Airport, then decided to go to the owner's property where he had a private airstrip. The pilot stated that the flight instructor was flying the glider, making a low approach over the airstrip when he unexpectedly decided to land. The airspeed was too high to stop on the remaining runway which was covered with compacted snow. After rolling about 300 feet, the flight instructor applied full throttle for the takeoff. The pilot pointed out the power lines beyond the end of the runway, and the flight instructor stated that they would fly under them. At this time the left wing struck a tractor that was positioned at the end of the airstrip. The wing separated from the airframe and the glider spun around, coming to rest.
The pilot stated that there was no mechanical failure or malfunction with the glider at the time of the accident.
NTSB Identification: MIA06CA045.
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14 CFR Part 91: General Aviation
Accident occurred Sunday, January 15, 2006 in Immokalee, FL
Probable Cause Approval Date: 4/25/2006
Aircraft: Schewizer 233, registration: N5728S
Injuries: 1 Uninjured.
On January 15, 2006, about 1430 eastern standard time, a Schweizer SGS 2-33 glider, N5728S, registered to High Soaring Inc., and operated by a private individual as a Title 14 CFR Part 91 personal flight, made a hard landing in Immokalee, Florida. Visual meteorological conditions prevailed, and no flight plan was filed. The commercial-rated pilot was not injured, and the glider incurred substantial damage. the flight originated the same day in Immokalee, Florida, about 1345.
The pilot said that after being towed to 3,000 feet and having an uneventful initial part of the flight, he returned to Immokalee Airport, and noted that given the direction of the winds, it would be safer for him to make an off airport landing in a nearby field. The pilot said that during the landing he clipped the top of pine trees which then impacted wires, and he landed the glider hard in the field beyond. In addition, the pilot said that upon landing the field was rough and uneven, and as a result glider incurred substantial damage to its skid, and tail-wheel area.
NTSB Identification: NYC06CA076.
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14 CFR Part 91: General Aviation
Accident occurred Saturday, March 04, 2006 in Hardwick, NJ
Aircraft: PZL-Swidnik PW-5, registration: N153PS
Injuries: 1 Uninjured.
According to the pilot, after about 2 hours of ridgeline flying, and during the return leg to the departure airport, the pilot attempted to cross a valley were he encountered "strong turbulent air pushing the glider down." The pilot was able to transition through the valley but was unable to find any "substantial lift" on the opposite side. Unable to locate a suitable forced landing area, the pilot performed a forced landing into trees.
NTSB Identification: MIA06CA060.
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14 CFR Part 91: General Aviation
Accident occurred Sunday, March 05, 2006 in Zephyrhills, FL
Aircraft: LET L13 AC Blanik, registration: N4413
Injuries: 1 Minor, 1 Uninjured.
On March 5, 2006, about 1730 eastern standard time, a LET, model L13 AC Blanik glider, N4413, registered to and operated by Tampa Bay Soaring, as a Title 14 CFR Part 91 personal flight, made a hard landing at Zephyrhills Municipal Airport. Visual meteorological conditions prevailed, and no flight plan was filed. the commercial-rated glider pilot was not injured, and the passenger received minor injuries. The flight originated in Zephyrhills, Florida, the same day, about 1700.
The pilot stated that he entered the traffic pattern at 1,000 ft AGL, and at a 45-degree angle. Shortly after announcing the turn to base he said the glider encountered a "strong sink", and he was unable to clear the tree tops at the end of the runway. The left wing hit a tree top, and the glider fell, short of the runway on level ground, incurring damage. According to the pilot, there were no preaccident anomalies associated with the glider.
NTSB Identification: NYC06CA083.
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14 CFR Part 91: General Aviation
Accident occurred Saturday, March 18, 2006 in Blairstown, NJ
Aircraft: Schleicher ASW-19B, registration: N439AS
Injuries: 1 Uninjured.
After about 1.5 hours of ridgeline flying, and during the outbound leg from the departure airport, the glider approached a valley. According to the pilot, "the ridge lift in this area dissipated rapidly due to a shift in wind direction." Due to the loss in lift, the pilot circled over a field and set up a downwind, base, and final approach for a landing. While on the "short final" leg of the approach, the pilot noticed an obstacle, elected to climb over it, and to land as quickly as possible on the opposite side. During the rollout, the pilot attempted to maneuver the glider between two trees; however, both wingtips impacted the trees, and the glider was substantially damaged.
NTSB Identification: ATL06CA055.
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14 CFR Part 91: General Aviation
Accident occurred Sunday, March 19, 2006 in Lancaster, SC
Aircraft: Urban Air UFM-10, registration: N107NK
Injuries: 1 Uninjured.
On March 19, 2006, at 1115 eastern standard time, a Urban Air UFM-10, Powered Glider, N107NK, registered to Minsink Soaring Association, and operated by an individual as a 14 CFR Part 91, personal flight, collided with a tree during a go-around, at the Bermuda High Glider Field a private airstrip in Lancaster, South Carolina. The glider received substantial damage. Visual meteorological conditions prevailed and no flight plan was filed. The private pilot reported no injuries. The flight originated from Frederick Municipal Airport in Frederick, Maryland, on March 19, 2006, at 0730.
According to the pilot, the powered glider bounced on landing. After the glider bounced a second time he decided to abort the landing a do a go-around. He applied full engine power, but attempted too steep of a climb and stalled one wing which turned the glider toward some trees at the side of the runway. The glider failed to clear the trees substantially damaging the empennage, both wings and the propeller. The pilot further stated that there were no mechanical problems before the accident.
NTSB Identification: DFW06CA111.
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14 CFR Part 91: General Aviation
Accident occurred Saturday, April 22, 2006 in Midlothian, TX
Aircraft: Schempp-Hirth Ventus-2C, registration: N340TW
Injuries: 1 Serious.
The 630-hour glider commercial pilot reported that prior to departure from the 4,200-feet by 400-feet wide grass-turf gliderport, he followed his checklist items which included; checking and closing the spoilers, checking the seat belts and shoulder harnesses. During the aero tow takeoff, the pilot noticed the uncommanded opening of the spoilers and he elected to released from the aero tow. During the landing on the grass runway, the glider touched down hard. The glider received minor damage to its landing gear and the pilot was seriously injured. The reason for the uncommanded extension of the spoilers could not be determined.
NTSB Identification: LAX06LA151
14 CFR Part 91: General Aviation
Accident occurred Saturday, April 29, 2006 in Minden, NV
Aircraft: Schempp-Hirth Discus B, registration: N13SG
Injuries: 1 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On April 29, 2006, about 1215 Pacific daylight time, a non-powered Schempp-Hirth Discus B glider, N13SG, impacted a ridge after experiencing a loss of thermal lift near Minden, Nevada. Soar Minden, Inc. was operating the glider under the provisions of 14 CFR Part 91. The private pilot, the sole occupant, sustained serious injuries; the glider sustained substantial damage. The local flight departed Minden-Tahoe Airport, Minden, about 1145. Visual meteorological conditions prevailed, and a flight plan had not been filed.
According to Federal Aviation Administration (FAA) inspector, the pilot reported that he was flying near both the Minden and Smith Valley. He maneuvered the glider toward a ridge in an attempt to catch a thermal in the area. The glider was not ascending and there appeared to be no thermal activity where he expected. The glider began to descend and the pilot attempted an emergency landing in a clearing on a side of the ridge. The left wing impacted a bush and the glider collided with terrain.
As a result of the impact, the pilot broke both of his legs. He called for help on a cell phone and rescue personnel located the wreckage about 2 hours later.
The wreckage was located at 39 degrees 03.282 minutes north latitude and 119 degrees 32.860 minutes west longitude. The glider was not equipped with an emergency locator transmitter.
NTSB Identification: LAX06LA158
14 CFR Part 91: General Aviation
Accident occurred Wednesday, May 03, 2006 in Aguila, AZ
Aircraft: Schweizer SGS 1-26D, registration: N7729S
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On May 03, 2006 about 1430 mountain standard time, a non-powered Schweizer SGS 1-26D glider, N7729S, collided with the terrain while on departure from Sampley's Airport, Aguila, Arizona. The pilot was operating the glider under the provisions of 14 CFR Part 91. The private pilot, the sole occupant, sustained fatal injuries; the glider sustained substantial damage. The local flight was originating from Aguila at the time of the accident. Visual meteorological conditions prevailed, and a flight plan had not been filed.
A National Transportation Safety Board investigator conducted a telephone interview with the tow pilot of the accident glider. The tow pilot stated that he was flying a Piper Pawnee, which he frequently used to tow gliders from Aguila. He stated that the glider was aligned normally during the takeoff roll from runway 17. About 700 feet down the runway the pilot gained enough speed and rotated. With the airplane about 40 feet above ground level (agl) and the glider airborne, the glider assumed a severe pitch up attitude. The tow rope attaching the airplane and glider separated and the glider climbed about 150 feet agl. The glider stalled, making a right turn while descending toward terrain.
The tow pilot further stated that the runway was about 3,000 feet long and he thought the glider would be able to land on the runway after the rope broke.
NTSB Identification: DFW06CA139.
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14 CFR Part 91: General Aviation
Accident occurred Wednesday, May 24, 2006 in Cherry Valley, AR
Probable Cause Approval Date: 8/29/2006
Aircraft: Allstar PZL SZD 51-1 Junior, registration: N751MS
Injuries: 1 Minor.
After a glider flight of approximately one hour, the 4,674-hour commercial pilot was on final approach to land to the 3,638-foot long by 300-foot wide grass/turf runway. While on short final, the single-seat composite glider encountered "severe sink" and the left wingtip impacted a tree. The glider "cartwheeled" and came to rest in the upright position on the approach end of the runway 25. The pilot was extricated by rescue personal, who later reported his injuries as minor. No mechanical anomalies were reported with the airplane's flight controls. The pilot reported having accumulated 10 hours in the same make and model, with a total of 31.6 hours in gliders. The reported wind at the nearest airport with a weather reporting station, located about 35 nautical miles north of the accident site, were reported from 220 degrees at 5 knots, gusting to 12 knots. The pilot recommended that glider pilots use an "aim point" at least 800 feet further down the runway when landing in the future.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain clearance from a tree while on final to approach to landing. A contributing factor was the loss of thermal lift on final approach. (21)
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On May 28, 2006, about 1648 eastern daylight time, a Schweizer SGS 1-35 glider, N91MC, was substantially damaged during impact with trees, while on approach to Bandel Airport (22D), Eighty Four, Pennsylvania. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 CFR Part 91.
According to witnesses, the pilot was flying a left hand traffic pattern for runway 1 at 22D. While turning from base leg to final leg, the left wing and nose of the glider dropped. The glider subsequently descended nose first into trees, and a house. The glider came to rest against the house, about 1 mile south of the runway. Witnesses further stated that the glider was about 800 feet agl before the rapid descent.
Examination of the glider by a Federal Aviation Administration (FAA) inspector did not reveal any pre-impact mechanical malfunctions.
The reported weather at an airport approximately 10 miles west of the accident site, at 1655, was: wind from 210 degrees at 3 knots; visibility 10 miles; sky clear; temperature 82 degrees F; dew point 52 degrees F; altimeter 30.17 inches Hg. (20)
NTSB Identification: LAX06LA185
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 28, 2006 in Payson, AZ
Aircraft: Diamond Aircraft Industries HK 36 TTC, registration: N637TT
Injuries: 1 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On May 28, 2006, about 1708 Mountain standard time, a Diamond Aircraft Industries HK 36 TTC single engine motorized glider, N637TT, experienced a partial loss of engine power during takeoff from runway 24 at Payson Airport (PAN), Payson, Arizona. The pilot/owner operated the glider under the provisions of 14 CFR Part 91 as a personal local area flight. The glider sustained substantial damage. The private glider pilot, the sole occupant, was not injured. Visual meteorological conditions prevailed for the flight, and no flight plan had been filed.
The National Transportation Safety Board investigator-in-charge (IIC) interviewed the pilot. The pilot reported that he was doing a low pass over the runway at idle power. When he advanced the throttle to takeoff power, there was not a corresponding increase in power. The engine was running but it was not producing takeoff power. He activated the fuel boost pump, and noted that the glider had left the runway environment. He made a 180-degree turn back to the runway. During the turn, the left wing struck the ground and the airplane spun around coming to rest upright. The pilot reported that he had flown early that morning with no discrepancies noted. At the time of the accident he noted the conditions as visual flight rules, with winds down the runway at 5 knots, and a temperature of 81 degrees Fahrenheit. He also reported that the glider had 7 gallons of fuel on board. (19)
NTSB Identification: LAX06CA189.
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
14 CFR Part 91: General Aviation
Accident occurred Saturday, June 03, 2006 in Llano, CA
Probable Cause Approval Date: 10/3/2006
Aircraft: Burkhart Grob Flugzeugbau G103 Twin Astir, registration: N4464P
Injuries: 1 Uninjured.
The glider landed hard on the runway and the empennage fractured from the remainder of the structure. On final approach, the glider entered a pilot induced oscillation. The glider then landed hard on the runway. The student pilot said that the glider did not have any mechanical failures or malfunctions during the flight.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
the student pilot's failure to recover from a porpoise/pilot induced oscillation, which resulted in a hard landing. (18)
NTSB Identification: DFW06CA157.
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14 CFR Part 91: General Aviation
Accident occurred Friday, June 09, 2006 in San Antonio, TX
Probable Cause Approval Date: 10/3/2006
Aircraft: Caproni Vizzola Cos. Aero. Calif A-21, registration: N9FM
Injuries: 1 Serious.
A bystander used a video camera to record the flight from the ground. A review of the video revealed that when the tow airplane and glider were on their takeoff roll, the glider's right wing deflected upwards (about 90 degrees) and completely separated at the wing-to-fuselage attachment point. The glider pilot simultaneously released the tow connection, as the glider descended back onto the runway and then veered to the right and out of camera view. The 2,500-hour commercial glider pilot had recently purchased the glider and he (and three others) helped him attach both wings four days prior to the accident. The pilot reported that while his associates held the wings, he used the manufacturer supplied Allen wrench and inserted it into the hexagonal hole on top of the wing, which house the wing-attachment mechanism that was mounted vertically to the inboard stub of the wing. The pilot reported that he made 15 complete revolutions of the wrench, which fully engaged the locking pins that run symmetrically along a jackscrew. The pilot visually confirmed that the top locking pin was flush with the plane of the top attachment ring. He also shook both wings to make sure they were secured. Prior to the first flight, the pilot performed a preflight inspection and he once again confirmed that the wing-to-fuselage attaching pins were fully engaged. He departed about five minutes later. Examination of the glider by a Federal Aviation Administration (FAA) inspector revealed that the wing-to-fuselage locking mechanism was not fully engaged. The inspector used the same Allen wrench that was used to install the wings and manually tested the locking mechanism. When the inspector inserted the wrench, the system moved freely and he was able to make 15 complete revolutions, which fully engaged the locking pins.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot/owner's failure to properly secure the right wing, which resulted in the in-flight separation of the right wing. (17)
NTSB Identification: DEN06CA086.
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
14 CFR Part 91: General Aviation
Accident occurred Sunday, June 11, 2006 in Buena Vista, CO
Probable Cause Approval Date: 10/3/2006
Aircraft: Rolladen-Schneider Gmbh LS-3, registration: N48CW
Injuries: 1 Serious.
The pilot had been soaring for about 4 hours when he decided to return to the airport. The AWOS (automated weather observation system) had been indicating that the wind was generally from the south-southeast at 10 to 18 knots. As the pilot got closer to the airport, AWOS indicated the wind was from 240 degrees and greater than 20 knots, then 250 degrees at 20 knots. When the pilot had descended to 700 feet agl (above ground level), he encountered a "strong sink." He said that he lost 400 feet in 12 seconds (2,000 fpm descent) and there was a barn, aircraft, and vehicles in his flight path. He decided to make a 180-degree turn in an attempt to land in a field west of the airport. The pilot rolled out of the turn at 30 feet agl. At 15 feet agl, the glider stalled and landed hard on rough, uneven terrain. The landing gear was torn off and the fuselage was buckled.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
the pilot's failure to maintain aircraft control resulting in an inadvertent stall/mush. Contributing to the accident was the downdraft. (16)
NTSB Identification: NYC06CA150 .
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14 CFR Part 91: General Aviation
Accident occurred Saturday, June 17, 2006 in Mt. Holly Sprin, PA
Probable Cause Approval Date: 10/3/2006
Aircraft: Eiriavion Oy PIK 20B, registration: N29JH
Injuries: 1 Uninjured.
After approximately 2 hours of cross-country soaring, the pilot headed back toward the departure airport. Unable to find adequate thermal lift, the pilot altered course toward a group of gliders who had encountered thermals. Finding no source of lift near the other gliders, and unable to reach the airport, he chose an open field for a forced landing. During the landing approach, the pilot executed an "S-turn" with the flaps fully extended and with steep bank angles, which resulted in a "faster than expected" altitude loss. The glider struck trees bordering the intended landing field, resulting in substantial damage.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain altitude/clearance from trees along his final approach path. (15)
14 CFR Part 91: General Aviation
Accident occurred Sunday, June 18, 2006 in Hood River, OR
Probable Cause Approval Date: 10/31/2006
Aircraft: Schweizer SGS 2-33A, registration: N2052T
Injuries: 1 Uninjured.
The glider pilot reported that he was towed from the airport to a ridgeline approximately 5 miles east of the airport. After being aloft for approximately one hour, the glider was blown to the downwind side of the ridge. The pilot reported, "...the wind blew the glider to the downwind side of the ridge." The pilot attempted to fly back to the area of lift, but was unsuccessful and elected to land in an open field on the ridge. During the landing rollout, the glider struck small trees resulting in substantial damage.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A loss of lift, which resulted in a forced landing. Trees in the landing area were a contributing factor. (14)
NTSB Identification: SEA06CA143.
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14 CFR Part 91: General Aviation
Accident occurred Sunday, July 09, 2006 in Enumclaw, WA
Probable Cause Approval Date: 10/31/2006
Aircraft: Rolladen-Schneider LS3A, registration: N43MM
Injuries: 1 Uninjured.
As the glider pilot crossed the runway threshold for landing, he realized that he was too high, and instead of further extending the airbrakes, which at the time were between one-third and one-half deployed, he lowered the nose of the aircraft in order to descend. This action increased the airspeed by about seven knots, and resulted in the aircraft landing about half way down the 2,100 foot runway. During his attempt to stop the aircraft on the remaining runway, the pilot inadvertently let the aircraft depart the left side of the runway, and as he attempted to get the aircraft back onto the runway surface prior to reaching the emergency run-out area, the aircraft came in contact with the side-slope of the built-up run-out area terrain.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The glider pilot's failure to maintain directional control during the landing roll, resulting in the aircraft impacting the dirt embankment on the side of the emergency run-out area. Factors include the pilot's improper decision not to deploy more airbrakes when he realized that he was crossing the threshold at too high of an altitude, and his failure to attain the proper touchdown point during the landing flare.NTSB (13)
NTSB Identification: LAX06TA234
14 CFR Part 91: General Aviation
Accident occurred Tuesday, July 11, 2006 in Los Alamitos, CA
Aircraft: Blanik L23, registration: N381BA
Injuries: 2 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On July 11, 2006, about 1500 Pacific daylight time, a Blanik L23, N381BA, collided with terrain during takeoff from the US Army Airfield at Los Alamitos, California. The Civil Air Patrol (CAP) was operating the airplane as a local instructional flight under the provisions of 14 CFR Part 91. The commercial pilot and the student pilot were not injured; the glider sustained substantial damage. Visual meteorological conditions prevailed, and no flight plan had been filed.
The CAP reported that they were using a winch to launch the glider. They were experimenting with a new plasma launch rope. With the new rope, the winch operator could not see the glider until it became airborne. As the winch operator watched the glider become airborne, he diverted his eyes from the winch gauges. When he looked back at them, he realized that he was accelerating it faster than he desired. He reduced the winch's power momentarily. The glider stalled at 80 feet above ground level. It landed hard, which resulted in substantial damage to the left wing. (12)
NTSB Identification: CHI06CA219.
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 05, 2006 in Tipton, IN
Aircraft: Shempp-Hirth Discuss B, registration: N888TK
Injuries: 1 Serious.
The glider pilot was seriously injured during an off-field landing. The pilot reported that while maneuvering near a suitable landing area the glider encountered an area of sinking air. The pilot stated that instead of landing in the available open, uncultivated field, he elected to maneuver toward a "better looking cloud a mile or so further west and away from my selected landing field." The pilot reported that, "On the way to this cloud I encountered strong sinking air, which often surrounds a thermal." The pilot stated that he eventually elected to turn back towards where he came from, but encountered "even heavier-sinking air" and that he did not have enough altitude to glide back to his selected landing site. The pilot reported that the only landing areas available at that time were established cornfields. The pilot stated that he "made a carefully controlled descent into the corn, so not to put one wing in first and cause a cartwheel landing." The pilot reported the glider traveled about 40 feet into the corn crop before the airplane decelerated and dropped "vertically from about 3 to 4 feet." The pilot fractured three vertebrae during the hard landing. The glider sustained minor damage, limited to the gear doors.
CHI06CA219
The glider pilot was seriously injured during an off-field landing. The pilot reported that while maneuvering near a suitable landing area the glider encountered an area of sinking air. The pilot stated that instead of landing in the available open, uncultivated field, he elected to maneuver toward a "better looking cloud a mile or so further west and away from my selected landing field." The pilot reported that, "On the way to this cloud I encountered strong sinking air, which often surrounds a thermal." The pilot stated that he eventually elected to turn back towards where he came from, but encountered "even heavier-sinking air" and that he did not have enough altitude to glide back to his selected landing site. The pilot reported that the only landing areas available at that time were established cornfields. The pilot stated that he "made a carefully controlled descent into the corn, so not to put one wing in first and cause a cartwheel landing." The pilot reported the glider traveled about 40 feet into the corn crop before the airplane decelerated and dropped "vertically from about 3 to 4 feet." The pilot fractured three vertebrae during the hard landing. The glider sustained minor damage, limited to the gear doors. (11)
NTSB Identification: NYC06CA198.
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
14 CFR Part 91: General Aviation
Accident occurred Tuesday, August 08, 2006 in Julian, PA
Aircraft: Schempp-Hirth Discus-2CT, registration: N93FR
Injuries: 1 Minor.
According to the pilot, he had performed a cross country glider flight and was returning to his home airport, around dusk, when the glider "got a bit low." The pilot attempted to start the glider's engine, at approximately 1,200 feet AGL, but was unsuccessful, because he could not maintain the required excessive nose down attitude for engine start. The pilot then initiated a 180 degree turn to perform a forced landing to a field. During the turn, the glider encountered "very strong sink," and impacted the edge of a residence. The pilot reported no mechanical deficiencies with the glider. He also stated that he should have "abandoned glider flight" and started the engine when he was in the vicinity of an airport.
NYC06CA198
According to the pilot, he had performed a cross country glider flight and was returning to his home airport, around dusk, when the glider "got a bit low." The pilot attempted to start the glider's engine, at approximately 1,200 feet AGL, but was unsuccessful, because he could not maintain the required excessive nose down attitude for engine start. The pilot then initiated a 180 degree turn to perform a forced landing to a field. During the turn, the glider encountered "very strong sink," and impacted the edge of a residence. The pilot reported no mechanical deficiencies with the glider. He also stated that he should have "abandoned glider flight" and started the engine when he was in the vicinity of an airport. (10)
NTSB Identification: NYC06FA205
14 CFR Part 91: General Aviation
Accident occurred Thursday, August 17, 2006 in Canandaigua, NY
Aircraft: Scheibe SF-28A, registration: N14KG
Injuries: 1 Fatal, 1 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 17, 2006, at 1138 eastern daylight time, a Scheibe SF-28A motor glider, N14KG, was substantially damaged while maneuvering near Canandaigua Airport (D38), Canandaigua, New York. The certificated private pilot was fatally injured, and the airline transport pilot sustained minor injuries. Visual meteorological conditions prevailed for the flight that departed Canandaigua Airport, about 1135. No flight plan was filed for the re-examination flight conducted under 14 CFR Part 91.
The private pilot had been involved in a prior accident, and was completing a required re-examination flight for the airline transport pilot, who was a Federal Aviation Administration (FAA) operations inspector.
The FAA inspector planned to cover the subject areas of takeoffs, landings, and aircraft performance. He conducted an approximate 90-minute verbal examination with the private pilot, and then proceeded with the flight. The private pilot was seated in the front seat, and the FAA inspector was seated in the rear seat. The private pilot performed steep turns, stalls, and flight at minimum controllable airspeed. The private pilot then completed two full-stop landings on runway 13 at D38, a 3,200-foot-long, 75-foot-wide, asphalt runway. During the third takeoff on runway 13, the FAA inspector simulated an engine failure at approximately 400 feet agl, by reducing the power to idle.
The FAA inspector did not recall the exact maximum lift over drag (L/D max) speed, but believed it was about 50 knots. The private pilot flew about that speed as he initiated a 30-degree right bank for a 180-degree turn to runway 31. The FAA inspector advised the private pilot to increase the bank to 45-degrees to reach the runway. The private pilot increased the bank, but held a nose-high attitude, and the airspeed began to decrease. The FAA inspector instructed corrective action and repeatedly advised that he was taking control of the glider. The private pilot did increase the engine power; however, he "froze" on the controls, and the glider stalled and impacted trees. The inspector further stated that he did not experience any pre-impact mechanical malfunctions with the motor glider.
The motor glider came to rest nose-down, in a field about 900 feet southeast of the runway 31 threshold. The motor glider was oriented about a 270-degree heading, and was approximately 787 feet above sea level. A large, partially separated tree was observed about 50 feet south of the wreckage. The right wing of the motor glider was located near the tree. The left wing of the motor glider remained partially attached to the airframe, and both wings exhibited tree-strike damage.
The cockpit area was crushed at the forward seat, and less crush damage was observed at the rear seat. Flight control continuity was confirmed from the left aileron, elevator, elevator trim, and rudder to the rear cockpit controls. Continuity was also confirmed from the right aileron, through the push-pull tubes, to the wing root. The front seat airspeed indicator displayed knots, and the rear seat airspeed indicator displayed kilometers per hour. The front seat altimeter displayed approximately 80 feet and 30.36 in the Kollsman window. The rear seat altimeter displayed approximately 500 feet and 30.41 in the Kollsman window.
The motor glider was equipped with a Limbach 60-horsepower engine. Approximately 4 inches of fuel remained in the single fuel tank. The fuel was consistent in odor with automobile gasoline. A fuel check with water finding paste did not reveal any evidence of water contamination. The engine had separated from the airframe, and the crankshaft was bent. Due to the impact damage to the crankshaft, the propeller could be only be rotated about 180-degrees. Partial valve train continuity was confirmed through the 180-degree rotation. The single magneto remained attached to the engine, and was not accessible due to impact damage.
The reported weather at an airport approximately 20 miles northwest of the accident site, at 1154, was: wind from 130 degrees at 10 knots; visibility 10 miles; few clouds at 4,500 feet; scattered clouds at 25,000 feet; temperature 79 degrees F; dew point 55 degrees F; altimeter 30.26 inches Hg. (9)
NTSB Identification: LAX06LA270
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 19, 2006 in Glendale, AZ
Aircraft: Burkhart Grob Flugzeugbau G109, registration: N39262
Injuries: 1 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 19, 2006, about 0730 mountain standard time, a motorized glider Burkhart Grob Flugzeugbau G109, N39262, lost a propeller blade during the takeoff-initial climb out from Glendale Municipal (GEU), Glendale, Arizona. The pilot/owner operated the motorized glider as a personal flight under the provisions of 14 CFR Part 91. The glider sustained substantial damage to firewall after the engine mounts separated from the firewall. The pilot, who was the sole occupant, was not injured. Visual meteorological conditions prevailed for the local area flight, and no flight plan had been filed. The flight was originating at the time. The glider landed at GEU without further incident at 33 degrees 31.62 minutes north latitude and 112 degrees 17.71 minutes west longitude.
According to the pilot, shortly after takeoff a propeller blade separated from the propeller hub. He returned to the airport and landed without further incident.
A Federal Aviation Administration (FAA) inspector examined the glider at GEU and noted that the engine had pulled away from the firewall. (8)
NTSB Identification: SEA06LA163A
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 19, 2006 in North Plains, OR
Aircraft: Burkhart Grob G-103A, registration: N103MG
Injuries: 1 Minor, 2 Uninjured.
NTSB Identification: SEA06LA163B
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 19, 2006 in North Plains, OR
Aircraft: Piper PA-25-235, registration: N75HM
Injuries: 1 Minor, 2 Uninjured.
On August 19, 2006, about 1340 Pacific daylight time, a Burkhart Grob G-103A glider, N103MG, collided with a Piper PA-25-235 airplane, N75HM, on the ground at North Plains Gliderport, North Plains, Oregon. The glider was on its landing roll, and the airplane was standing with its engine operating when the collision occurred. The private pilot of the glider sustained minor injuries and his passenger was not injured. The airline transport pilot, the sole occupant of the airplane, was not injured. Both aircraft sustained substantial damage. The glider was registered to a private individual and operated by the pilot under 14 CFR Part 91. The airplane was registered to and operated by the Willamette Valley Soaring Club, Inc., under 14 CFR Part 91. Visual meteorological conditions prevailed and no flight plans were filed for either aircraft. The glider was landing following a local personal flight, and the airplane was waiting to takeoff for a glider tow.
SEA06LA163A
On August 19, 2006, about 1340 Pacific daylight time, a Burkhart Grob G-103A glider, N103MG, collided with a Piper PA-25-235 airplane, N75HM, on the ground at North Plains Gliderport, North Plains, Oregon. The glider was on its landing roll, and the airplane was standing with its engine operating when the collision occurred. The private pilot of the glider sustained minor injuries and his passenger was not injured. The airline transport pilot, the sole occupant of the airplane, was not injured. Both aircraft sustained substantial damage. The glider was registered to a private individual and operated by the pilot under 14 CFR Part 91. The airplane was registered to and operated by the Willamette Valley Soaring Club, Inc., under 14 CFR Part 91. Visual meteorological conditions prevailed and no flight plans were filed for either aircraft. The glider was landing following a local personal flight, and the airplane was waiting to takeoff for a glider tow.
According to a witness, the glider landed to the west and was moving "fast" when its right wing dipped to the ground, and it ground looped to the right. The glider rolled directly into the airplane, which was stopped off the north side of the runway. Another witness stated that the glider was high and fast on its approach. After touchdown, the glider appeared to bounce and then continued down the runway "rolling fast and swerving out of control." The glider went past the cones marking the stop line, "looped north," struck the airplane and came to rest wedged under the airplane's right wing.
The glider pilot reported that on short final he noticed his "speed was fast at 60 KIAS." After touching down at 55 KIAS, he "pushed the nose down to engage the skid." However, the glider he was flying had a nose wheel, not a skid. When the pilot realized the glider had a nose wheel, he raised the nose back to level, and the glider hit a bump and briefly became airborne. At this point, the pilot noted that the glider "did not appear to be slowing fast enough." As the glider approached the stop line, it started to turn to the left, and he corrected to the right. He decided to steer between the tow airplane and the glider parked behind it, but "the wing was too slow to be controlled." The glider continued to turn right and collided with the tow airplane. Both canopies of the glider were shattered, and its right wing sustained structural damage. The glider pilot reported that he had 35.8 hours total time of which 31.6 hours were in gliders and 5.1 hours were in the make and model of glider being flown.
The pilot of the airplane reported that he observed the glider on its base leg and noted that it was "excessively high and fast." The glider touched down, became airborne, and then touched down again. As it rolled down the runway, the steering of the glider was "very erratic." The glider started turning right, and the pilot thought it might be headed between his airplane and the glider behind him, so he started to move forward. However, within seconds, the glider made a "sharp right turn" and headed directly towards him. He stopped, shutdown the airplane's engine, and was exiting the airplane's left door when the glider struck its right side. The right wing and belly of the airplane sustained structural damage. (7)
NTSB Identification: LAX06CA278.
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
14 CFR Part 91: General Aviation
Accident occurred Monday, August 28, 2006 in Truckee, CA
Aircraft: Glaser Dirks DG 300, registration: N302N
Injuries: 1 Uninjured.
On August 28, 2006, at 1635 Pacific daylight time, a Glaser Dirks DG 300 glider, N302N, overshot the runway at Truckee-Tahoe Airport, Truckee, California. The pilot landed the glider in a nearby field and the empennage fractured from the structure. The private pilot (foreign-based) was operating the glider, which was registered to a private individual, under the provisions of 14 Code of Federal Regulations Part 91. The pilot was not injured; however, the glider sustained substantial damage. Visual meteorological conditions prevailed, and no flight plan had been filed. The pilot departed from Truckee-Tahoe Airport at 1300, and was landing when the accident occurred.
LAX06CA278
On August 28, 2006, at 1635 Pacific daylight time, a Glaser Dirks DG 300 glider, N302N, overshot the runway at Truckee-Tahoe Airport, Truckee, California. The pilot landed the glider in a nearby field and the empennage fractured from the structure. The private pilot (foreign-based) was operating the glider, which was registered to a private individual, under the provisions of 14 Code of Federal Regulations Part 91. The pilot was not injured; however, the glider sustained substantial damage. Visual meteorological conditions prevailed, and no flight plan had been filed. The pilot departed from Truckee-Tahoe Airport at 1300, and was landing when the accident occurred.
According to the pilot, he was aloft in the glider for 4 hours at altitudes in excess of 10,000 feet mean sea level. During the flight he began to experience symptoms of hypoxia. He attempted to land at Truckee but overshot the runway and landed in a field beyond the runway. The pilot suspected that the cannula-type oxygen system in the glider may have not been supplying adequate oxygen because he was breathing through his mouth.
The owner of the glider reported that following the accident, the oxygen and flow meter system functioned normally. (6)
NTSB Identification: CHI06CA252.
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 02, 2006 in Hampshire, IL
Aircraft: LET Blanik L-13, registration: N12YA
Injuries: 2 Uninjured.
The glider sustained substantial damage when it ground looped and skidded to a stop while landing at a grass airstrip. The pilot reported that after releasing from the tow airplane at 3,000 feet above ground level (agl), no thermal lift was encountered so he returned to the airstrip for landing. He reported that he experienced a sink rate that "seemed very excessive" during the downwind leg. He "cut the pattern short" and turned onto the base leg, which resulted in the glider being high on the base leg. The pilot reported that he deployed the spoilers, but he was slow to retract the spoilers due to the "heavy force required to push the handle forward." The glider lost altitude. The pilot reported that the left wing caught the grass about the same time the glider touched down with the nose about 20 degrees off the runway heading.
CHI06CA252
The glider sustained substantial damage when it ground looped and skidded to a stop while landing at a grass airstrip. The pilot reported that after releasing from the tow airplane at 3,000 feet above ground level (agl), no thermal lift was encountered so he returned to the airstrip for landing. He reported that he experienced a sink rate that "seemed very excessive" during the downwind leg. He "cut the pattern short" and turned onto the base leg, which resulted in the glider being high on the base leg. The pilot reported that he deployed the spoilers, but he was slow to retract the spoilers due to the "heavy force required to push the handle forward." The glider lost altitude. The pilot reported that the left wing caught the grass about the same time the glider touched down with the nose about 20 degrees off the runway heading. (4)
NTSB Identification: LAX06FA277A
14 CFR Part 91: General Aviation
Accident occurred Monday, August 28, 2006 in Smith, NV
Aircraft: Raytheon Hawker 800XP, registration: N879QS
Injuries: 3 Minor, 3 Uninjured.NTSB Identification: LAX06FA277B
14 CFR Part 91: General Aviation
Accident occurred Monday, August 28, 2006 in Smith, NV
Aircraft: Schleicher ASW27-18, registration: N7729
Injuries: 3 Minor, 3 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 28, 2006, at 1506 Pacific daylight time, a Raytheon Aircraft Company Hawker 800XP transport airplane, N879QS, and a Schleicher ASW27-18 glider, N7729, collided in midair about 10 miles west-northwest of Smith, Nevada. Both airplanes sustained substantial damage. The flight crew of N879QS (both airline transport pilots) sustained minor injuries, while their three passengers were not injured. The private pilot of N7729 received minor injuries. The Hawker 800XP was fractionally owned by 12 corporations who delegated the management of the airplane to NetJets, Inc., Columbus, Ohio. That flight was being conducted under the provisions of 14 CFR Part 91 Subpart K as an executive/corporate flight. The glider was registered to a private individual and was operated by the pilot under the provisions of 14 CFR Part 91 as a personal flight. An instrument flight rules flight plan was filed for N879QS, which began its flight from Carlsbad, California, at 1400, and was destined for Reno, Nevada. No flight plan had been filed for N7729, which was on a local flight that had departed Minden, Nevada, at 1300. Visual meteorological conditions prevailed at the time of the collision.
Hawker 800XP Flight Crew Statements:
According to interviews conducted by the National Transportation Safety Board investigator-in-charge, the flight crew was cleared by air traffic control from 16,000 feet to 11,000 feet. The captain was the flying pilot and the first officer was working the radios. Oakland Center transferred the flight to Reno approach control just prior to the collision. The first officer tuned in the Reno approach control radio frequency and looked out the right cockpit window. He then heard the captain shout and the audio tone for the autopilot, and noted that the captain had pushed the control yoke down and to the right. As he was turning his head to see what was going on, he observed the captain's side of the instrument panel "explode."
The captain reported that they were cleared to descend and as she looked outside she noted something out of the corner of her eye to the left. As she looked to the left, she noted a glider filling the windshield. She moved the control yoke down and to the right in an attempt to avoid the glider, but to no avail.
The first officer and captain reported that the cockpit was noisy with wind after the collision. The first officer attempted to communicate with Reno controllers but had difficulty. The captain recovered the airplane as the first officer communicated to Reno that they had some sort of structural problem (he later learned that they had collided with a glider) and declared an emergency. The crew asked for vectors to the Reno airport as their instrument panel was severely damaged by the impact. As the flight progressed north they spotted an airport and asked air traffic controllers if the airport was at their 11 o'clock. The controllers responded by indicating that the airport was at their 11 o'clock at 20 miles. The crew continued to the airport they observed (Carson City) and elected to land.
As the flight neared Carson City the flight crew noted that the right engine shut down as a result of the impact. The crew entered a straight-in approach for runway 27 at Carson City and attempted to lower the landing gear. The landing gear would not extend normally, and due to the lack of instrumentation, the captain was not satisfied with the aircraft's speed and altitude. The crew elected to enter a left downwind for runway 9 instead. The airplane overshot the final approach for runway 9 and entered a left downwind for runway 27. As the captain slowed the airplane for final approach she asked the first officer to assist in controlling the airplane bank and pitch attitudes. The airplane touched down on the runway centerline and came to rest uneventfully.
Glider Pilot Statement:
According to the glider pilot, he had last flown in the Minden area in 2000. On the morning of the accident, he received a flight review in a DG-505 and then flew his first flight in the accident glider. He started his second flight in the accident glider at 1300. He intended on thermal flying for about 5 hours and wanted to stay in the local area to familiarize himself with the accident glider. He flew around the local area and entered a thermal on the southwest side of Mt. Seagul. He entered a 30-degree left bank spiraling climb at 50 knots. During the climb, as he turned toward the south, he saw a jet aircraft heading toward him. He estimated that 1 second passed between the time he noted the jet aircraft and the time they collided. He said he may have entered a slight nose down control input, but it wasn't enough to avoid the collision.
The Hawker jet impacted the right wing of the glider near the outboard wing joint (the glider is constructed of a 4-piece wing; two inboard wing sections and two outboard wing sections). The glider entered a flat spin after the impact, so the pilot elected to remove the cockpit canopy and bail out. After removing the canopy, the pilot checked his ripcord location, unbuckled his restraint system, and bailed out of the glider. The pilot pulled the ripcord and the parachute successfully opened. During his descent, he observed the glider spiral to the ground below him and noted that the left wing and inboard section of the right wing remained attached to the fuselage. He landed uneventfully, but sustained minor injuries when the parachute dragged him along the ground. The pilot waited near his landing area for 1.5 hours before he began walking toward Carson Valley. After 2 hours 10 minutes of walking along a dirt road, he was picked up by local authorities.
Reno Flying Area:
According to the Reno Terminal Radar Approach Control (TRACON) personnel, it is common for them to bring flights in from the south, east of the 157 radial from Mustang VOR (very high omnidirectional range navigation facility). This provides room for departing aircraft over the Carson Valley (west of the 157 radial). The inbound flights to Reno are usually descended from 16,000 feet to 11,000 feet in the area of the collision. The TRACON personnel indicated that it is not uncommon for arriving and departing air traffic to obtain a TCAS (Traffic Alert and Collision Avoidance System) warning from gliders operating in the area.
According to the local glider operators, the area of the collision is very popular with gliders for the thermal lift provided by the Pine Nut Ridge (Mt. Seagul is located on the south side of the Pine Nut Ridge). The gliders can reach altitudes of 18,000 feet (FL 180) in that area. If they care to go higher than FL 180 in that area, they either need to have a transponder with mode C capabilities or activate a glider operation box that provides clearance from arriving traffic. According to the local glider pilots, this box is usually activated during wave flying conditions, and that during thermal flying the pilots stay below FL 180.
Approximate Collision Location:
Review of preliminary radar data provided by Reno TRACON personnel, the collision likely occurred at 16,000 feet mean sea level at a latitude and longitude position of 38 degrees 50 minutes 41 seconds north and 119 degrees 29 minutes 50 seconds west.
Aircraft Equipment:
The Hawker 800XP was equipped with a TCAS warning system. TCAS is an airborne collision avoidance system based on radar beacon signals, which operates independent of ground-based equipment. TCAS-I generates traffic advisories only. TCAS-II generates traffic advisories, and resolution (collision avoidance) advisories in the vertical plane. For an aircraft equipped with TCAS to receive other traffic information, it must receive beacon information from the transponder installed on other local aircraft.
The glider was equipped with a panel mounted communication radio, global positioning system (GPS) unit, and a transponder; however, the pilot did not turn on the GPS and transponder. The transponder's activation is not required for glider operations (for more details see 14 CFR Part 91.215). According to the glider pilot, he did not turn on the transponder because he was only intending on remaining in the local glider area, and because he wanted to reserve his batteries for radio use. The glider was equipped with two batteries (one main and one spare), however, due to the previous glider flights, the pilot was unsure of the remaining charge in the battery.
Weather Information:
At 1456, the weather observation facility located at RNO reported the following information: wind from 280 degrees at 11 knots with gusts to 17 knots; visibility 10 statute miles; a few clouds at 11,000 feet; temperature 34 degrees Celsius; dew point -04 degrees Celsius; and an altimeter setting of 30.01 inches of mercury. (5)
NTSB Identification: LAX06LA292
14 CFR Part 91: General Aviation
Accident occurred Tuesday, September 12, 2006 in Minden, NV
Aircraft: Burkhart Grob G-103A Twin II Acro, registration: N790G
Injuries: 2 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On September 12, 2006, about 1341 Pacific daylight time, a Burkhart Grob G-103A Twin II Acro, N790G, collided with objects during the takeoff climb from runway 30 at Minden-Tahoe Airport (MEV), Minden, Nevada. Soar Minden, Inc., was operating the glider under the provisions of 14 CFR Part 91. The certified flight instructor (CFI) pilot and the student sustained serious injuries; the glider sustained substantial damage. The local flight departed Minden about 1335. Visual meteorological conditions prevailed, and no flight plan had been filed. The approximate global positioning system (GPS) coordinates of the primary wreckage were 39 degrees 00.02 minutes north latitude and 119 degrees 45.07 minutes west longitude.
The tow pilot reported that he noticed at 50 feet that the glider's spoilers were up (deployed) and signaled to the pilot to check his spoilers. The glider then moved to the left, causing a strain on the tow rope. The tow pilot indicated that the tow was terminated about 100 feet above ground level (agl), and that he had not terminated the tow.
The glider pilot turned back to the runway and attempted to land on runway 12. He was unable to clear the telephone lines on the western perimeter. The glider struck the telephone pole and lines and a transformer before coming to rest upright inside the airport boundary. (3)
NTSB Identification: CHI07LA005B
14 CFR Part 91: General Aviation
Accident occurred Sunday, October 08, 2006 in Lake Village, IN
Probable Cause Approval Date: 5/29/2007
Aircraft: Waco UPF7, registration: N39714
Injuries: 2 Uninjured.
NTSB Identification: CHI07LA005A
14 CFR Part 91: General Aviation
Accident occurred Sunday, October 08, 2006 in Lake Village, IN
Probable Cause Approval Date: 5/29/2007
Aircraft: Burkhart Grob G103, registration: N4425Y
Injuries: 2 Uninjured.
The glider (N4425Y) was involved in a ground collision with a Waco (N39714) while landing at an uncontrolled airstrip. The glider pilot reported that he had landed on runway 36L (2,480 foot by 150 foot grass runway) and the Waco was taking off on runway 18R when the accident occurred. Neither of the airplanes were equipped with radios. According to the glider pilot, he saw the Waco taxiing on the runway while he was in the traffic pattern to land. He reported that he was not aware that the Waco was taking off until he saw the airplane during his landing roll. The glider pilot reported he tried to avoid the collision, but due to his reduced airspeed "the maneuver was ineffective." The pilot of the Waco reproted that he did not see the glider and that the airplanes collided when he was approximately 300 feet into his takeoff roll. The outboard 4 feet of the glider's right wing was severed during the collision and the lower right wing of the Waco sustained minor damage.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
Inadequate visual lookout by the pilot. A factor associated with the accident was that neither airplane was equipped with communications equipment.
NTSB Identification: ANC07CA005.
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
14 CFR Part 91: General Aviation
Accident occurred Monday, October 09, 2006 in Chugiak, AK
Probable Cause Approval Date: 2/26/2007
Aircraft: Letecky Zavody L-23 Super Blanik, registration: N394BA
Injuries: 2 Uninjured.
The private pilot reported he was attempting to land a glider in a strong and gusty crosswind. He had departed the same airport about 1.5 hours earlier on a personal, Title 14, CFR Part 91 flight. At the time of his departure, there was an active SIGMET for forecast and reported severe turbulence, as well as strong surface winds reported at adjacent airports. Upon his return, he stated that the surface winds and turbulence had increased significantly, and he estimated a 50 degree crosswind at 15 knots, with gusts to 29 knots. During the landing attempt he continued to encounter turbulence, and reported that the glider landed hard on the nose, resulting in structural damage to the forward fuselage and empennage. In his written report to the NTSB, the pilot noted, in part, that the difficulty in controlling the glider during landing was most likely exacerbated by his less than optimal use of the dive brakes, and that flights into such conditions should only be attempted by very experienced pilots
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain control of the glider while landing in gusty crosswind conditions, which resulted in a hard landing and structural damage to the fuselage. Factors associated with the accident were turbulence, a crosswind and wind gusts, and the pilot's inadequate evaluation of the weather conditions
NTSB Identification: DFW07LA006.
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
14 CFR Part 91: General Aviation
Accident occurred Wednesday, October 18, 2006 in Starkville, MS
Probable Cause Approval Date: 3/26/2007
Aircraft: Windward OWL, registration: N401MS
Injuries: 1 Minor.
The commercial pilot lost control of the experimental glider during a test flight, following the in-flight separation of both wings. The pilot was ejected from the disabled glider and was able to deploy his emergency parachute for a safe landing. The operator reported that the glider was towed to a pressure altitude of 12,000-feet by a Cessna tow-plane. During the test flight sequence, the aircraft experienced an in-flight break-up when both wings separated from the fuselage while maneuvering at 7,675 feet. Prior tests on the glider indicated the wing flutter speed was approximately 169 knots. The experimental glider was also equipped with an on-board flight data recording system that sent data to a ground station during the test flight. Post flight analysis of the data indicated that during the nose down attitude, the wings separated from the airframe at approximately 162 knots. The flight engineer stated that the glider was equipped with an airspeed indicator that indicated a maximum airspeed of 105 knots. The stop-point for the airspeed indicator was just beyond the maximum indicated airspeed. The pilot was unaware that the "never exceed" speed of 123 knots had been breached during the descent. The glider was reported to have been equipped with a ballistic recovery system (BRS) parachute, which was successfully deployed. The fuselage of the glider came to rest approximately 2.5 miles northeast of the airport.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The structural failure of the airframe due to the inadvertent excessive airspeed during maneuvering.
DFW07LA006
On October 18, 2006, at 1509 central daylight time, a Windward Performance OWL experimental glider, N401MS, was substantially damaged upon impact with the ground following an in-flight breakup while maneuvering near Starkville, Mississippi. The commercial pilot, sole occupant of the glider, sustained minor injuries after abandoning the glider and deploying his emergency parachute. Visual meteorological conditions prevailed for the test flight. A company visual flight rules (VFR) flight plan was filed for the 14 code of Federal Regulations Part 91 flight. The local flight originated from the Starkville Airport at 1444.
The glider, serial number 001, was owned and operated by Mississippi State University Raspet Flight Research Laboratory for flight testing purposes. The flight test research is part of a contract to develop a long term unmanned aerial vehicle (UAV) from a carbon fiber designed referred to as Ultralight Sensor Platform (ULSP). The ultralight glider was registered in June 2006 and had a gross weight of approximately 484 pounds. The glider had accumulated a total of 3 hours flight time, prior to the accident flight.
The test pilot held a commercial certificate and was reported to have accumulated a total of 8,696 total flight hours, with 2,156 hours in gliders and 3 hours in the same make and model glider.
The operator reported that a preflight briefing for the test flight was held the day before the accident, and an abbreviated briefing was held on the morning of 18 October 2006. The glider departed from Starkville Airport (KSTF) at approximately 1444 hours, being towed to altitude by a Cessna 188 airplane and was chased by the laboratory's Hughes 369A/OH-6A helicopter. The maneuvers for the test flight took place approximately 5 nautical miles north of KSTF at an altitude of 12,000 feet and below.
According to the operator, after being released from the tow airplane, the flight proceeded normally through event number 18 prescribed by the flight test cards. Event 19 called for a 2/3 left aileron deflection "up" at 80 knots indicated airspeed. During performing event number 19, the pilot attempted to roll the aircraft left and maintain a 2/3 aileron deflection. As the pilot rolled to the left, the glider began to nose down and rapidly increase in airspeed. The pilot elected to continue to roll the airplane until it the wings were level in the inverted position. As the airplane leveled out, the indicated airspeed reached 105 knots. The pilot then began increasing the back pressure on the yoke in order to recover to straight and level flight. While recovering, the pilot heard what he termed "a loud explosion." The pilot reported on the Pilot Aircraft Accident Report ( NTSB Form 6120.1/2) that the wings separated from the aircraft during the rapid descent. This was confirmed by the chase pilot and other eye-witnesses aboard the chase helicopter.
The glider was reported to have been equipped with a Ballistic Recovery System that was installed in the aft portion of the fuselage. The operator added that during the in-flight break up, the interior wing spar connecting the two central wing sections collapsed. A connecting line from the Ballistic Recovery System to a control lever in the cockpit was engaged when the wing spar broke. The abrupt loss of velocity from the Ballistic Recovery system slowed the fuselage while ejecting the pilot and part of the cockpit along the flight path. The test pilot reported that he deployed his emergency parachute shortly after being ejected from the glider. The fuselage of the glider was able to descend to the ground under the recovery parachute and sustained minor damage. The right wing of the glider also sustained minor damage and contained a large section of the central wing spar. The left wing sustained substantial damage as the wing root was a primary fracture point of the breakup.
Prior tests on the glider indicated the wing flutter speed was approximately 169 knots. The experimental glider was also equipped with an on-board flight data recording system that sent data to a ground station during the test flight. Post flight analysis of the data indicated that during the nose down attitude, the wings separated from the airframe at approximately 162 knots. The flight engineer stated that the glider was equipped with an airspeed indicator that indicated a maximum airspeed of 105 knots. The stop-point for the airspeed indicator was just beyond the maximum indicated airspeed. The pilot was unaware that the "never exceed" speed of 123 knots had been breached during the descent.
Weather reported at Golden Triangle Municipal Airport (KGTR),located approximately 13 miles northeast of the accident site, at 1555 central daylight time was reporting clear skies, 10 miles visibility, and no ceiling. Wind were from the southeast at 5 knots with no gusts, and the temperature was 86 degrees Fahrenheit.