Soaring Safety Foundation

Report 1 – S (2)

NTSB Identification: CEN10LA035
14 CFR Part 91: General Aviation
Accident occurred Sunday, November 01, 2009 in Middlefield, OH
Probable Cause Approval Date: 6/17/2010
Aircraft: Blanik L-13, registration: N1142
Injuries: 2 Serious.

The glider pilot, who was a certificated flight instructor (CFI), reported that he was following the student pilot on the controls during the takeoff climb. He observed the tow plane rock its wings indicating to the glider to “wave off”. The CFI took control of the glider and stated, “It’s my airplane.” He released the tow line, turned 180 degrees to return to the airport, and lowered the nose to increase aircraft energy. The student felt they were too low to the ground and panicked. The student pilot grabbed the controls and pulled back on the stick. The CFI could not overpower the student on the controls and the airplane started to spin left. He picked up the left wing by applying opposite rudder. The glider impacted a tractor dealer’s parking lot. The inspection of the glider revealed that it sustained substantial damage to the fuselage and wings. No pre-impact anomalies were noted.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The student pilot's improper control inputs which resulted in the inadvertent stall of the glider.

CEN10LA035

On November 1, 2009, at 1610 eastern standard time, an experimental L-13 Blanik glider, N1142, sustained substantial damage when it impacted terrain after it released the tow line about 200 feet above ground level during takeoff climb from the Geauga County Airport (7G8), Middlefield, Ohio. The certified flight instructor (CFI) and student pilot received serious injuries. The 14 Code of Federal Regulations Part 91 instructional flight was departing 7G8 on a local flight. Visual meteorological conditions prevailed and no flight plan was filed.

The CFI reported that he was following the student pilot on the controls during the takeoff climb. He observed the tow plane rock its wings indicating to the glider to “wave off”. The CFI took control of the glider and stated, “It’s my airplane.” He released the tow line and turned 180 degrees to return to the airport. The CFI lowered the nose to increase aircraft energy. He reported that the student pilot grabbed the controls and pulled back on the stick. He could not overpower the student on the controls and the airplane started to spin left. He picked up the left wing by applying opposite rudder. The glider impacted a tractor dealer’s parking lot. Meanwhile, the tow airplane returned to the airport without incident.

A Federal Aviation Administration inspector interviewed the student pilot. The student pilot stated that she observed several puffs of black smoke coming from the tow airplane. The CFI told her that he had the controls and started a turn back to the airport. She stated that she felt they were too low to the ground and she panicked, grabbed the controls, and pulled back on the stick. She heard the CFI shout, “Don’t stall, don’t stall,” but it was too late and the airplane impacted the ground.

The inspection of the glider revealed that it sustained substantial damage to the fuselage and wings. No pre-impact anomalies were noted.

Report 2 – M (1)

NTSB Identification: WPR10CA067
14 CFR Part 91: General Aviation
Accident occurred Friday, November 27, 2009 in Llano, CA
Probable Cause Approval Date: 3/23/2010
Aircraft: PIPER PA-25-260, registration: N9600P
Injuries: 1 Minor.

The pilot reported that he was taking off in a gusting 15-knot left crosswind with a glider in tow. He said he was holding the aileron control to the left during the takeoff roll, and, as the airplane lifted off, it rolled immediately to the right. The pilot then applied full left aileron, but was unable to maintain control of the airplane and he released the tow rope. The airplane subsequently collided with terrain causing substantial damage to the right wing and empennage. The closest official weather reporting station, located 15 miles northwest of the accident site, indicated the winds were at 20 knots, gusting to 25 knots. The private airport was not equipped with official weather reporting facilities. Post-accident examination of the aircraft by FAA inspectors revealed no anomalies with the airplane's flight control systems.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's inadequate compensation for the gusting crosswind conditions and failure to maintain lateral and directional control.

WPR10CA067

Report 3 – F (2)

NTSB Identification: WPR10FA068A
14 CFR Part 91: General Aviation
Accident occurred Saturday, November 28, 2009 in Middletown, CA
Aircraft: SCHLEICHER ASW-27, registration: N127AL
Injuries: 2 Fatal.

NTSB Identification: WPR10FA068B
14 CFR Part 91: General Aviation
Accident occurred Saturday, November 28, 2009 in Middletown, CA
Aircraft: PIPER PA-25-235, registration: N7023Z
Injuries: 2 Fatal.

HISTORY OF FLIGHT

On November 28, 2009, at 1101 Pacific standard time, a Piper PA-25-235 airplane, N7023Z, and a Schleicher ASW-27 glider, N127AL, collided during the landing approach at Crazy Creek Private Gliderport, Middletown, California. The airplane was operated by Calsoar, Inc., d.b.a. Crazy Creek Air Adventures, as a glider tow flight. The glider was operated by the pilot as a local personal flight. Both aircraft were operating under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. The private pilot onboard the glider, and the commercial pilot onboard the airplane, were killed. Both aircraft were substantially damaged. The airplane and glider departed Crazy Creek at 1056. Visual meteorological conditions prevailed, and no flight plan had been filed.

WPR10FA068A

HISTORY OF FLIGHT

On November 28, 2009, at 1101 Pacific standard time, a Piper PA-25-235 airplane, N7023Z, and a Schleicher ASW-27 glider, N127AL, collided during tDeshe landing approach at Crazy Creek Private Gliderport, Middletown, California. The airplane was operated by Calsoar, Inc., d.b.a. Crazy Creek Air Adventures, as a glider tow flight. The glider was operated by the pilot as a local personal flight. Both aircraft were operating under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. The private pilot onboard the glider, and the commercial pilot onboard the airplane, were killed. Both aircraft were substantially damaged. The airplane and glider departed Crazy Creek at 1056. Visual meteorological conditions prevailed, and no flight plan had been filed.

The airplane departed the airport with the glider in tow. Witnesses then observed the airplane and glider release west of the airport at an altitude of between 2,000 and 3,000 feet mean sea level (msl). The airplane then maneuvered in the vicinity of the release, and turned back towards the airport. After release, the glider tracked to the north along an adjacent ridgeline and shortly thereafter, turned to the southeast back towards the airport. Witnesses described gusting crosswind conditions at the time of takeoff, with one witness reporting that the airplane was being, "knocked around" during climb out.

According to witnesses, both aircraft entered the downwind leg of the single northwest runway about the same time, with the glider on the right downwind leg and the airplane on the left downwind leg. Both aircraft continued on downwind, and turned onto their respective base legs about the same time. As the aircraft turned to final, they collided. One witness reported that neither aircraft performed any abrupt or evasive maneuvers prior to the collision.

The glider was equipped with a Cambridge Aero Instruments Model 302 Direct Digital Variometer. The unit had sustained impact damage and was sent to the National Transportation Safety Board Office of Research and Engineering for data extraction. The data revealed a similar flight track to the witness reports, with the glider climbing to a maximum Global Positioning System (GPS) altitude of 2,405 feet 2 minutes after takeoff. The glider then changed heading to the north, followed by a turn to the southeast. Two minutes later it joined the right downwind for the departing runway at an elevation of 1,614 feet (about 700 feet above runway level). For the next minute, the glider continued on downwind about 1,500 feet north of the runway. The groundspeed during the downwind leg increased from 78 to 83 mph. The glider then began a right turn to the base leg; as the turn progressed, the ground speed increased to 97 mph, and it overshot the runway centerline, while still perpendicular to the approach path. The last recorded position occurred 4 seconds later with the glider at an altitude of 1,214 feet on a heading of about 240 degrees magnetic.

A representative from Calsoar provided photographs of the accident flight taken from the Calsoar facility located on the north side of the runway. The images included the takeoff and post impact sequence. The post impact photograph appeared to have been taken just after the collision, and displayed the airplane relatively intact, flying straight and level on a north heading. The glider was positioned to the south of the airplane, and was flying on an approximate runway heading. The glider's right wing appeared fragmented midspan, with the tail section fractured aft of the cabin and pointing to the north. The airbrakes were in the deployed position.

PERSONNEL INFORMATION

Airplane Pilot

A review of Federal Aviation Administration (FAA) airman records revealed that the 44-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land, instrument airplane, and glider. The pilot held a third-class medical certificate issued on July 31, 2009 with no limitations or waivers. A complete log of the pilot's flight history was not located; however, on his most recent application for a medical certificate, dated July 31, 2009, he reported a total pilot time of 1,600 hours.

Glider Pilot

A review of FAA airman records revealed that the 63-year-old pilot held a private pilot certificate with ratings for airplane single-engine land, and glider. Family members reported that he had undergone refractive eye surgery about 10 years prior in order to correct his vision of distant objects. Review of the pilot's most recent glider flight logbook revealed that he had completed 163 glider flights since March 2005, 19 of which departed from the accident airport. The logbooks indicated that as of October 10, 2009, he had accumulated 851 hours of total flight time in all aircraft.

AIRPLANE INFORMATION

Airplane

The airplane was a low-wing type, with the pilot located within an elevated cabin centered just above the trailing edge of the wings. The airplane was primarily white in color, with red and black trim accents on both the outboard section of the right wing, and along the full length of the fuselage side panels.

FAA records indicated that the airplane was issued a restricted special airworthiness certificate for glider towing. Review of the airplane’s maintenance logbooks revealed a total airframe time of 10,356 flight hours with a corresponding engine tachometer time of 3,895 hours at the last 100-hour inspection, which took place on October 13, 2009. The tachometer read 3,909 hours at the accident site.

Glider

The glider was a mid-wing type. Measurements taken at the accident site indicated that while buckled into the pilot's seat, the pilot's head would have been located about 8 inches forward, and 5 inches above the leading edge of the wing. The wing width at the intersection to the fuselage was about 30 inches.

Review of the glider's maintenance logbook revealed a total airframe time of 463 flight hours at the last annual inspection, which took place on October 15, 2009.

METEOROLOGICAL INFORMATION

The closest aviation weather observation station was Charles M. Schulz-Sonoma County Airport, Santa Rosa, California, which was 22 miles southwest of the accident site. An aviation routine weather report (METAR) for Santa Rosa was issued at 1053. It stated: winds from 340 degrees at 13 knots; visibility 10 miles; skies clear; temperature 17 degrees C; dew point minus 2 degrees C; altimeter 30.01 inches of mercury.

At 1054 a METAR was issued for Napa County Airport located 40 miles south of the accident. It stated: winds from 340 degrees at 25 knots, gusting to 35 knots. Additionally,
at 1053 a METAR was issued for Sacramento International Airport located 60 miles southeast of the accident indicating winds from 330 degrees at 25 knots, gusting to 31 knots.

Witnesses at the airport stated that the wind at the time of the accident was from the north at a velocity of between 25 and 35 knots.

The FAA reported that neither pilot had requested weather reporting services from Flight Service Station prior to the accident.

According to the United States Naval Observatory Astronomical Applications Department, the altitude and azimuth of the sun at 1100 in the town of Calistoga, were 28.5 degrees and 164.5 degrees, respectively.

COMMUNICATIONS

The glider was equipped with a Walter Dittel radio transceiver, and a Becker Avionics transponder. The airplane was not equipped with a radio transceiver or a transponder. Neither aircraft was required to be equipped with a radio or a transponder.

The Calsoar facility was not equipped with a radio transceiver, nor was it required to be so equipped.

AIRPORT INFORMATION

The runway was comprised of a 2,000-foot-long, 30-foot-wide asphalt strip. The runway was oriented to the northwest at an elevation of about 975 feet msl and flanked to the south by a parallel 1,400 foot msl ridgeline.

According to a representative from Calsoar, a left hand traffic pattern is considered standard at the airport.

WRECKAGE AND IMPACT INFORMATION

Both aircraft came to rest about 1,300 feet east of the approach end of the northwest runway at an elevation of 980 feet msl. The airplane was located 40 feet north of the runway centerline, with the glider located 400 feet to the southwest. The wreckage path began at approximately the midpoint of the two aircraft, and continued along a magnetic heading of 160 degrees for about 700 feet. The debris path consisted of outboard sections of the glider’s right wing, and a 3-foot-long section of the airplane's right wing tip.

Airplane

The airplane came to rest on its right side, on a heading of about 350 degrees. The entire cabin area sustained crush damage through to the firewall. The engine remained partially attached to its mounts, was upright, and canted 90 degrees to the right of the fuselage centerline. The left wing remained attached at the forward spar, and had become folded forward and parallel to the fuselage. The inboard section of the right wing remained attached to the fuselage, had sustained crush damage along its entire leading edge, and had become folded aft and underneath the fuselage. The right elevator and horizontal stabilizer sustained aft crush damage; the remaining sections of the left horizontal stabilizer remained intact and attached to the tailcone. Both of the airplane's tow cables were in the retracted position.

Glider

The glider came to rest inverted on a heading of about 340 degrees. The left wing remained intact and attached to the fuselage. The inboard 9-foot-long section of the right wing appeared mechanically attached at the root, and was cut from the fuselage by first responders. Fragments of the outboard right wing were located in the wreckage path. The upper surface of the wing fragments exhibited lateral red colored streak marks similar in color to the red paint on the airplanes right wing. A 2-foot-long section of the glider’s right wing tip was located tangled within the leading edge of the airplanes right wing. The single main landing gear was observed in the extended position.

The tailcone had become separated from the cabin 24 inches aft of the wing trailing edge, and remained partially attached by the control cables. The separation consisted of a 36-inch-long center section, and the remaining sections of the tailcone including the vertical stabilizer and rudder. Both elevators, and the fragmented remains of the horizontal stabilizer were located adjacent to the vertical stabilizer. Red lateral streak marks were observed along the full length of the left side of the tailcone. Black smear marks similar in shape and dimension to the airplanes main tires were noted on the upper surface of the gliders fuselage, just aft of the canopy.

An oval-shaped ground disruption, similar in shape and size to the gliders canopy opening, was located about 20 feet southeast of the main wreckage. The disruption contained fragmented sections of clear plastic canopy material, flight instruments, and fragments of a set of prescription sunglasses.

All sections of both aircraft were accounted for at the accident site.

MEDICAL AND PATHOLOGICAL INFORMATION

Postmortem examinations were conducted by the Lake County Coroner's office. The cause of death for both pilots was reported as the effect of multiple traumatic injuries.

Toxicological tests on specimens from both pilots were performed by the FAA Civil Aeromedical Institute. Analysis revealed no findings for carbon monoxide, or cyanide. The results were negative for ingested alcohol. The presence of Naproxen was detected in the urine of the airplane pilot. Refer to the toxicology report included in the public docket for specific test parameters and results.

ADDITIONAL INFORMATION

14 CFR 91.113(d)(2) and (3)(e) specifies general right of way rules and rules for traffic pattern operations. In part, a glider has the right-of-way over an airship, powered parachute, weight-shift-control aircraft, airplane, or rotorcraft. For traffic pattern operations when aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the right.

Report 4 – F (3) / U (3)

NTSB Identification: CEN10FA115B
14 CFR Part 91: General Aviation
Accident occurred Saturday, February 06, 2010 in Boulder, CO
Aircraft: CIRRUS DESIGN CORP SR20, registration: N825BC
Injuries: 3 Fatal, 3 Uninjured.

NTSB Identification: CEN10FA115C
14 CFR Part 91: General Aviation
Accident occurred Saturday, February 06, 2010 in Boulder, CO
Aircraft: SCHWEIZER SGS 2-32, registration: N2472W
Injuries: 3 Fatal, 3 Uninjured.

NTSB Identification: CEN10FA115A
14 CFR Part 91: General Aviation
Accident occurred Saturday, February 06, 2010 in Boulder, CO
Aircraft: PIPER PA25, registration: N8781L
Injuries: 3 Fatal, 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 February 6, 2010, at 1327 mountain standard time, N825BC, a Cirrus Design Corporation SR20 airplane, collided with N8718L, a Piper PA-25-235 airplane, while the Piper was conducting glider tow operations with N2472W, a Schweizer SGS 2-32 glider, near Boulder, Colorado. Mile High Gliding Inc was operating both the Piper and the Schweizer. Visual meteorological conditions prevailed at the time of the accident. All three flights were being conducted under the provisions of Title 14 Code of Federal Regulations Part 91 without flight plans. The commercial pilot aboard the Piper and the private pilot and passenger aboard the Cirrus were all fatally injured. The commercial pilot and two passengers aboard the Schweizer were not injured. The Piper and Schweizer departed Boulder Municipal Airport (KBDU), Boulder, Colorado, as a glider tow flight approximately 1315. The Cirrus departed Erie Municipal Airport (KEIK), Erie, Colorado, as a local flight approximately 1245.

According to a statement taken from the pilot of the Schweizer, the Piper and the Schweizer were in a climb attitude, on an approximate heading of west. The Cirrus was heading south. The pilot of the Schweizer observed the Cirrus on a perceived impact collision course with the towline and released the towline connection between the Schweizer and the Piper. The Cirrus impacted the Piper, shortly thereafter. The Schweizer flew through a ball of fire; however, the pilot was able to return to KBDU shortly thereafter. The glider was not damaged during the sequence of events.

Multiple witnesses heard the collision between the two airplanes and observed the post collision state of both airplanes. The Cirrus airplane was observed to descend under the canopy of the Cirrus Airframe Parachute System (CAPS) while on fire. Debris from both airplanes was spread over a 1.5-mile area with components of the Piper at the north most end of the debris field and the main wreckage of the Cirrus at the southern most end of the debris field. Both airplanes were destroyed.

Report 5 – U (1)

NTSB Identification: ERA10CA176
14 CFR Part 91: General Aviation
Accident occurred Monday, March 15, 2010 in Jasper, TN
Probable Cause Approval Date: 8/12/2010
Aircraft: ROLLADEN-SCHNEIDER LS-4, registration: N465CB
Injuries: 1 Uninjured.

The glider pilot stated that he intended on attempting the Federation Aeronautique Internationale (FAI) gold badge distance of 300 kilometers (186.42-mile) cross-country flight. He also stated that he felt pressure to fly first. The glider was towed aloft to 2,000 feet mean sea level, and released. He flew to the north side of a ridge and found lift, then flew south toward the airport in an effort to stay closer to it, intending on finding lift before proceeding. While approaching the ridge he encountered sink, and elected to cross the ridge. He crossed the ridge at approximately 300 feet above ground level and he could see the airport, but was unable to reach it. He maneuvered the glider for a landing into trees along the ridge. There was no preimpact mechanical failure or malfunction with the glider. The pilot later stated he should have landed in fields in the valley.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The inadequate in-flight planning by the glider pilot to intentionally cross a ridge at low altitude, resulting in the in-flight collision with trees.

ERA10CA176

Report 6 – M (1)

NTSB Identification: CEN10CA225
14 CFR Part 91: General Aviation
Accident occurred Wednesday, April 21, 2010 in Waynesville, OH
Aircraft: SCHWEIZER SGS1-34, registration: N1148S
Injuries: 1 Minor.

The glider pilot reported that he got too low when he attempted to return to the grass airstrip for landing. He reported that he made too steep of a turn without enough airspeed and the glider stalled. The left wing dropped so he applied right rudder. The right wing impacted the terrain which resulted in substantial damage to the wing and empennage.

CEN10CA225

Report 7 – U (1)

NTSB Identification: WPR10CA215
14 CFR Part 91: General Aviation
Accident occurred Sunday, April 25, 2010 in Marana, AZ
Probable Cause Approval Date: 8/12/2010
Aircraft: PZL-Swidnik PW-5, registration: N500JN
Injuries: 1 Uninjured.

The glider pilot had been checked out in the glider the day of the accident and it was the first time she had flown this make and model. Approximately two hours into the flight, she smelled a burning rubber smell before all of the electronics ceased operating. She turned back to her departure airport, but due to her lack of experience she was unable to find a thermal and the glider continued to descend. During the forced off-field landing, the glider impacted trees and desert brush. Postaccident examination of the glider revealed that the cable supplying power to the removable data logger was routed improperly and had rubbed against a metal computer port, causing an electrical short and disabling the glide computer, global positioning system, and the vertical speed indicator.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's inability to find thermal lift. Contributing to the accident was the failure of a computer that provided glide information and vertical speed instrumentation as a result of an improperly routed electrical cable that caused a short in the electrical system and the pilot's lack of experience in the glider.

WPR10CA215

The glider pilot had been checked out in the glider the day of the accident and it was the first time she had flown this make and model. Approximately two hours into the flight, she smelled a rubber burning smell and all of her electronics ceased operating. She initiated a turn back to her departure airport but due to her lack of experience, she was unable to find a thermal and the glider continued to descend. During the forced, off-field landing, the glider impacted trees and desert brush. Post accident examination of the glider revealed that the cable supplying power to the removable data logger was found pinched against a metal computer port. This resulted in an electrical short and disabled the glide computer, global positioning system, and the vertical speed indicator.

Report 8 - S (1)

NTSB Identification: ERA10CA260
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 09, 2010 in Unionville, PA
Aircraft: SCHLEICHER ASW-20C, registration: N6BF
Injuries: 1 Serious.

According to the pilot, this was intended as an “out & return” recreational flight. He intended to climb via thermals to get across a five-mile gap between ridges, but was unable to gain altitude. He then attempted to turn to a “spur” that was separate from the main ridge to gain lift, but while performing the maneuvers, the glider continued to lose altitude “in sinking air.” The glider subsequently impacted trees and came to rest inverted, seriously injuring the pilot. The pilot reported that there were no mechanical problems with the glider. He stated that in retrospect, he should have released the 10 gallons of water ballast in each wing and deployed positive flaps. A weather observation taken approximately at the time of the accident, 35 miles from the accident site, recorded the wind as 301 degrees at 13 knots, gusting 20 knots.

ERA10CA260

Report 9 – M (1)

NTSB Identification: WPR10CA244
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 15, 2010 in Reno, NV
Probable Cause Approval Date: 7/1/2010
Aircraft: SCHWEIZER SGS136, registration: N3617E
Injuries: 1 Minor.

The student pilot had two dual flights in an ASK 21 glider to check out the local area since he had never flown from this airport or from a dirt runway. He received an endorsement to fly the Schweizer SG136 solo after the two dual flights; however, he had no other time in this make and model, and his total time was 60 hours. The departure was from runway 17. He maneuvered for about 1 1/2 hours and then returned to land. He noted that the radios were garbled on occasion. He did not hear the transmission indicating that the winds had shifted, and now favored landing on runway 21. He overflew the airport and observed the tetrahedron and windsock, which indicated that the wind was about 13 knots straight down runway 21. He said that he erroneously concluded that the wind was lighter than it was and decided to land on runway 03, which was the only runway he had utilized during the day. The instructor had briefed him that the winds could reverse from morning to afternoon. He said that he turned base too short, and was very high. With the tailwind, he began to run out of runway. He slipped once, and then brought the glider to level. He was about 50 feet above ground level (agl) at the midpoint of the runway. He slipped hard again, and noted as he came out of the slip that he had turned the glider to the right. He flew between a hangar and a clubhouse, and the left wing tore a gash in a trailer with a glider in it. The left wing and tail sustained substantial damage. The pilot sustained cuts on both hands, abrasions on his right leg, and whiplash to his neck.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The student pilot’s selection of the wrong runway for the wind conditions and his failure to attain the proper touchdown point. Contributing to the accident was the student's lack of total experience, lack of experience in the operating area, lack of experience in the make and model, and an inadequate evaluation of the winds during landing.

WPR10CA244

The student pilot had two dual flights in an ASK 21 glider to check out the local area since he had never flown from this airport or from a dirt runway. He received an endorsement to fly the Schweizer SG136 solo after the two dual flights; however, he had no time in this make and model, and his total time was 60 hours. He did not expect a long flight due to the wind conditions, and did not use oxygen. The departure was from runway 17. He released at 7,300 feet mean sea level, and maneuvered for about 1 1/2 hours while maintaining 9,000 to 11,000 feet. He was returning to land, but noted that the radios were garbled on occasion. He did not hear the transmission indicating that the winds had shifted, and now favored landing on runway 21. He overflew the airport, and observed the tetrahedron and windsock, which indicated that the wind was about 13 knots straight down runway 21. He said that he erroneously concluded that the wind was lighter than it was, and decided to land on runway 03, which was the only runway he had utilized during the day. The instructor had briefed him that the winds could reverse from morning to afternoon. He said that he turned base too short, and was very high. With the tail wind, he began to run out of runway. He slipped once, and then brought the glider to level. He was about 50 feet above ground level (agl) at the midpoint of the runway. He slipped hard again, and noted as he came out of the slip that he had turned the glider to the right. He flew between a hangar and a clubhouse, and the left wing tore a gash in a trailer with a glider in it. The left wing and tail sustained substantial damage. The pilot sustained cuts on both hands, abrasions on his right leg, and whip lash to his neck.

Report 10 – M (1)

NTSB Identification: ERA10CA291
14 CFR Part 91: General Aviation
Accident occurred Friday, May 28, 2010 in Jacksonville, FL
Aircraft: SCHWEIZER SGS 1-36, registration: N36204
Injuries: 1 Minor.

The pilot stated that his glider was towed to 3,000 feet above ground level (AGL) for a local soaring flight. He climbed the glider to 6,000 feet in a training area about 13 miles from the departure airport, where he "encountered sink." The pilot then obtained a landing clearance at an airport about 8 miles from his position, but the glider continued to sink, and struck an airport perimeter fence short of the landing runway. The off-airport landing resulted in substantial damage to the wings and fuselage structures. According to the glider's Pilot Operating Manual, the maximum glide ratio at maximum gross weight was 31:1. The pilot reported there were no pre-accident mechanical malfunctions or failures of the glider.

ERA10CA291

Report 11 – U (1)

NTSB Identification: WPR10CA288
14 CFR Part 91: General Aviation
Accident occurred Friday, June 11, 2010 in Minden, NV
Aircraft: BURKHART GROB G103C TWIN III ACRO, registration: N41KP
Injuries: 1 Uninjured.

The pilot stated that during cruise flight in the glider he encountered significant sinking air that prevented him from being able to make his destination glider port. He elected to make an off-field landing into a field. During the landing roll, the left wing contacted the ground and turned the glider to the left. During the turn, the glider's tail assembly separated from the fuselage. There was substantial damage to the tail structure.

WPR10CA288

Report 12 – U (2)

NTSB Identification: WPR10LA294A
14 CFR Part 91: General Aviation
Accident occurred Tuesday, June 15, 2010 in Parowan, UT
Aircraft: SCHLEICHER ALEXANDER GMBH & CO ASH 26 E, registration: N455S
Injuries: 2 Uninjured.

NTSB Identification: WPR10LA294B
14 CFR Part 91: General Aviation
Accident occurred Tuesday, June 15, 2010 in Parowan, UT
Aircraft: SCHEMPP-HIRTH VENTUS 2CT, registration: N514TW
Injuries: 2 Uninjured.

WPR10LA294A

On June 15, 2010, at 1533 mountain daylight time, a Schleicher Alexander GMBD ASH 26E glider, N455S, and a Schempp-Hirth Ventus 2CT glider, N514TW, were involved in a mid-air collision about 75 miles northeast of Parowan, Utah. Neither pilot was injured. Both pilots were the sole occupants of their respective gliders. The ASH 26E sustained substantial damage, and the Ventus 2CT sustained minor damage. Both pilots were operating under the provisions of 14 Code of Federal Regulations Part 91 in visual meteorological conditions. Both gliders departed Parowan, Utah (N455S at 1403, and N514TW at 1344), and Parowan was the planned final destination for both pilots. No flight plan had been filed.

According to both pilots, they were competing in a glider competition task that required them to depart a point near Parowan, fly to a point about 90 miles northeast of Parowan, and then to return to Parowan for landing. Both pilots where flying back to Parowan after reaching the turnaround point when they entered the same thermal and began to climb. During their first full turn in the thermal, the left wing of the ASH 26E and the nose of the Ventus 2CT came in contact. The impact resulted in the separation of the outboard three feet of the wing of the ASH 26E, and denting of the lower nose area of the Ventus 2CT. The pilots of both gliders were able to return to Parowan, where they both completed uneventful landings.

Both pilot's stated that they had not seen the other glider as they entered the thermal, and both pilot's stated that they realized that it was their responsibility to see and avoid any other gliders that were climbing in the same thermal.

Report 13 – M (1)

NTSB Identification: ERA10LA325
14 CFR Part 91: General Aviation
Accident occurred Friday, June 18, 2010 in Shelbyville, TN
Aircraft: SCHLEICHER ASH26, registration: N26EL
Injuries: 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 June 18, 2010, about 1230 central daylight time, a Schleicher ASH 26E glider, N26EL, was substantially damaged during a forced landing near Shelbyville, Tennessee. The certificated commercial pilot sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which originated from Tullahoma Regional Airport (THA), Tullahoma, Tennessee. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

In a telephone interview, the pilot stated that he departed in the self-launching glider for the local flight. He stated that it was a smooth day with no lift, and he had to use the engine "several times" in order to stay aloft. While returning to THA at approximately 1,000 feet, the pilot raised the engine and attempted to start it. He received a battery warning indication in the cockpit, and was unable to start the engine with the electrical system. The pilot selected a field for landing, but continued to attempt to "troubleshoot" the engine. The pilot successfully air-started the engine, and abandoned the landing approach to the field in order to continue to THA.

The engine then ran for "10 to 20 seconds" before quitting, and the pilot executed a forced landing to a field. He stated that he was "not properly set up," and landed hard, which resulted in substantial damage to the glider's fuselage.

The pilot stated that during post-accident inspection, he did not discover any anomalies of the fuel valves. He stated that the glider's fuel tank, which had a capacity of 4 gallons, contained about 2.5 gallons of fuel.

According to Federal Aviation Administration (FAA), records, the glider was manufactured in 2006, and was registered to the pilot in December, 2009. The most recent annual inspection was completed in February, 2010.

The pilot held a commercial pilot certificate with ratings for airplane single engine land and instrument airplane; and a private pilot certificate with a glider rating. His most recent FAA third-class medical certificate was issued on February 8, 2010. The pilot reported 1,050 hours total hours of flight experience, approximately 50 hours of which were in the accident glider.

At 1256, the recorded weather at Smyrna Airport (MQY), Smyrna, Tennessee, located about 30 miles south of the accident location, included variable winds at 5 knots, 10 miles visibility, few clouds at 3,700 feet, scattered clouds at 4,700 feet and 7,500 feet. The temperature was 34 degrees Celsius (C), the dew point was 22 degrees C, and the altimeter setting was 30.08 inches of mercury.

Report 14 – U (2)

NTSB Identification: ERA10LA345A
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 03, 2010 in Fairfield, PA
Aircraft: PIPER PA-25-235, registration: N9809P
Injuries: 2 Uninjured.

NTSB Identification: ERA10LA345B
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 03, 2010 in Fairfield, PA
Aircraft: SCHLEICHER ASW-27, registration: N747GW
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 3, 2010, at about 1315 eastern daylight time, a Piper PA-25-235, N9809P, owned by Mid Atlantic Soaring Association and operated by a private individual, collided with a stationary Schleicher ASW-27 glider, N747GW, during landing at the Mid Atlantic Soaring Center Airport (W73), Fairfield, Pennsylvania. The airplane sustained substantial damage and the glider, owned and operated by a private individual, also incurred substantial damage. Neither pilot sustained any injuries. Visual meteorological conditions prevailed for the Title 14 Code of Federal Regulations Part 91 flights.

The pilot of the airplane reported that he had towed aloft three gliders and then returned to land in a northwesterly direction on grass between runway 15/33 and a service road. After touchdown he “couldn’t get the brakes to work." The pilot stated that there were people and other gliders at the end of his landing area, so he intentionally ground looped the airplane to prevent running into them. This caused the airplane to turn sharply to the left and impact the glider, which was awaiting launch on runway 15. The leading edge of the airplane’s right wing and its horizontal stabilizer were both substantially damaged. The airplane pilot reported that personnel who towed the airplane after the accident found its brakes to be operational.

The glider pilot stated that the airplane had “appeared to be landing long” and “too fast” before turning towards the glider. The airplane impacted the glider from behind the left wing, forcing it off the runway. Several feet of the glider’s left wing were separated on impact by the airplane’s propeller and its rudder was cut in half.

A post-accident inspection of the airplane performed by a Federal Aviation Administration inspector found no mechanical abnormalities with the airplane’s brake system. The inspector stated that the airport has a designated observation area at the end of the grass strip the tow planes land on, and it is not uncommon for airplanes to land towards spectators. While at the accident airport, the inspector observed several glider tows and tow planes landing. He noted that each airplane appeared to touch down several hundred feet before the point where the glider pilot reported seeing the accident airplane land.

Report 15 – F (1)

NTSB Identification: CEN10LA368
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 04, 2010 in Pocahontas, IL
Aircraft: SCHLEICHER ASW-20, registration: N82BK
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 July 4, 2010, about 2000 central daylight time, an experimental exhibition/air racing Schleicher ASW-20 glider, N82BK, operated by a private pilot, was substantially damaged upon impact with high vegetation and terrain near Pocahontas, Illinois. Visual meteorological conditions prevailed and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The pilot was fatally injured. The flight originated from the Highland-Winet Airport, near Highland, Illinois, about 1300, and its destination is unknown.

According to a tow pilot, the glider was towed to an altitude of between 1,300 and 1,800 feet above ground level about 1300. The pilot radioed “thanks for the tow” upon release. Radio communications with the glider was attempted about 1400 and it was not reestablished. Around 1730, three airplanes went to look for the glider and it was found about 2000, in a field of high vegetation.

A Federal Aviation Administration inspector examined the glider wreckage on-scene. The glider had an installed data logger. The data logger sustained impact damage. It is being shipped to the National Transportation Safety Board Vehicle Recorder Laboratory for downloading.

At 1355, the Scott Air Force Base/MidAmerica Airport (BLV), near Belleville, Illinois, recorded weather was: Wind 180 degrees at 10 knots; visibility 10 statute miles; sky condition few clouds 19,000 feet; temperature 33 degrees C; dew point 22 degrees C; altimeter 29.98 inches of mercury.

At 1455, the BLV recorded weather was: Wind 180 degrees at 13 knots gusting to 19 knots; visibility 10 statute miles; sky condition clear; temperature 34 degrees C; dew point 22 degrees C; altimeter 29.96 inches of mercury.

At 1555, the BLV recorded weather was: Wind 180 degrees at 13 knots; visibility 10 statute miles; sky condition clear; temperature 32 degrees C; dew point 22 degrees C; altimeter 29.95 inches of mercury.

At 1655, the BLV recorded weather was: Wind 180 degrees at 12 knots; visibility 10 statute miles; sky condition clear; temperature 33 degrees C; dew point 23 degrees C; altimeter 29.94 inches of mercury.

At 1755, the BLV recorded weather was: Wind 160 degrees at 13 knots; visibility 10 statute miles; sky condition clear; temperature 32 degrees C; dew point 22 degrees C; altimeter 29.93 inches of mercury.

At 1855, the BLV recorded weather was: Wind 160 degrees at 11 knots; visibility 10 statute miles; sky condition few clouds 7,000 feet; temperature 30 degrees C; dew point 21 degrees C; altimeter 29.93 inches of mercury.

At 1955, the BLV recorded weather was: Wind 180 degrees at 6 knots; visibility 10 statute miles; sky condition few clouds 6,500 feet; temperature 29 degrees C; dew point 22 degrees C; altimeter 29.94 inches of mercury.

At 2055, the BLV recorded weather was: Wind 150 degrees at 5 knots; visibility 10 statute miles; sky condition few clouds 6,000 feet; temperature 27 degrees C; dew point 22 degrees C; altimeter 29.94 inches of mercury.

Report 16 – U (1)

NTSB Identification: CEN10LA383
14 CFR Part 91: General Aviation
Accident occurred Monday, July 05, 2010 in Alamagordo, NM
Aircraft: CESSNA 182M, registration: N71784
Injuries: 1 Uninjured.

CEN10LA383

On July 5, 2010, at 1400 mountain daylight time, N71784, a Cessna 182, landed hard and bounced while landing at Alamogordo-White Sands Regional Airport (KALM), New Mexico. The airplane was registered to and operated by White Sands Soaring Association, Alamogordo, New Mexico. The commercial pilot was not injured. Visual meteorological conditions prevailed and no flight plan was filed for the glider towing flight conducted under 14 Code of Federal Regulations Part 91.

The pilot reported that he was returning to land after towing a glider to altitude. He said the wind was gusting to 19 knots between 290 and 010 degrees. The pilot made two attempts to land on Runway 03 but elected to go-around each time due to a shimmy in the main landing gear. On the third attempt to land, he switched to Runway 34 (a dirt runway). During the landing he bounced and elected to go around. The pilot was convinced there was something wrong with the landing gear so he did a low approach over Runway 21 and asked for ground personnel to visually check the gear. Ground personnel said the gear looked fine. The pilot made another attempt to land on Runway 34 and "bounced really hard 2-3 times." Again, the pilot elected to go-around and decided to try another landing on Runway 03. After landing, the pilot reported that there was still a shimmy and the airplane veered toward the right side of the runway. As the plane slowed down, the pilot was able to taxi the airplane safely back to the ramp.

A Federal Aviation Administration (FAA) inspector performed an examination of the airplane. He reported that the firewall was wrinkled, the engine mounts were deformed, the fuselage was damaged at the waterline, the propeller was damaged, and the nose gear mount bracket was pushed up into the fuselage. Flight control continuity was confirmed. No anomalies were found with the engine or other airplane systems.

Report 17 – U (1)

NTSB Identification: CEN10CA388
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 10, 2010 in Waynesville, OH
Aircraft: SCHWEIZER SGS 1-26B, registration: N2429W
Injuries: 1 Uninjured.

The student glider pilot was towed to an altitude of 3,000 feet above ground level and 2 miles from the departure airport, before releasing for a training flight in the local area. Unable to locate sustained lift, the student pilot returned to the airport for landing. The student pilot "thought that [she] had sufficient altitude to safely return to [departure airport]"; however, the glider contacted trees and terrain near the airport. Examination of the glider revealed both composite wings and the fuselage were substantially damaged. The student pilot stated there were no anomalies with the glider prior to the accident

CEN10CA388

Report 18 – F (1)

NTSB Identification: WPR10LA356
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 17, 2010 in Marysvale, UT
Aircraft: PARKER DONALD A RS-15 SAILPLANE, registration: N15LQ
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 July 17, 2010, about 2220 mountain daylight time, an experimental Parker RS-15 Sailplane, N15LQ, impacted a mountain near Marysvale, Utah. The private pilot/owner operated the glider under Title 14 Code of Federal Regulations Part 91, as a personal flight. The pilot was killed, and the glider sustained substantial damage. The flight departed Junction Airport (U13), Junction, Utah, about 2210, with an intended destination of U13. Visual meteorological conditions prevailed for the local area night flight, and no flight plan had been filed.

The flight was a subject of a family concerned alert notice (ALNOT) issued on July 18 after the flight failed to return at 2230. The Paiute County Sheriff's Department located the accident site about 0930 the following morning. The sheriff reported that the site was about 1 mile north of Bouillon Canyon on the side a 12,000-foot mountain. The glider was on a small plateau, inverted, at the 7,800-foot level.

Report 19 – M (1)

NTSB Identification: ERA10LA387
14 CFR Part 91: General Aviation
Accident occurred Friday, July 30, 2010 in Windsor, VA
Aircraft: SCHWEIZER SGS 2-33AK, registration: N17965
Injuries: 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 July 30, 2010 about 1450 eastern daylight time, a Schweizer 2-33A glider, N17965, was destroyed when it collided with trees and terrain following an in-flight fire and forced landing near Windsor, Virginia. The certificated private pilot suffered minor injuries. The glider was consumed in the subsequent post-crash fire. Visual meteorological conditions (VMC) prevailed, and no flight plan was filed for the local instructional flight which departed Garner Gliderport (3VA8), Windsor Virginia, about 1435 and was conducted under the provisions of 14 Code of Federal Regulations Part 91.

In both a telephone interview and a written statement the pilot said that he had stopped flying airplanes several years earlier, but recently began training to add a glider rating to his certificate. On the morning of the accident, the pilot arrived at the gliderport to practice for a "check ride" that was scheduled for 1600 that afternoon. The pilot selected and installed a "Gel-cell" battery behind the forward pilot seat during the preflight inspection of the glider. The battery was used to power the radio in the instrument panel.

The pilot completed a low-level, traffic pattern flight and was then towed to 3,000 feet msl for a second flight. The glider climbed to 3,400 feet about 5 miles from the gliderport where the pilot "smelled something." The pilot said the odor got stronger, he felt heat, looked behind him, and "saw fire in the back seat."

The pilot then "put out all spoilers" to complete an emergency descent. During the descent, the cockpit filled with smoke, and the pilot opened the canopy to clear the smoke. The smoke cleared, but the increased airflow "caused the fire to worsen."

The pilot completed a forced landing to trees short of the gliderport, and egressed the glider with only minor burns to the back of his head.

The pilot held a private pilot certificate with a rating for airplane single-engine land. He reported 180 total hours of flight experience; 140 hours of which were in single engine airplanes, and 40 hours of which were in gliders. The pilot did not hold a current Federal Aviation Administration (FAA) medical certificate, but neither was he required to for glider flights.

According to FAA and maintenance records, the glider was manufactured in 1973 and had accrued 1,545 total aircraft hours as of December 2, 2009, when the last annual inspection was completed.

At 1853, the weather conditions reported at Suffolk County Airport (SFQ), 12 miles south of the accident site, included clear skies, 10 miles visibility, and winds from 040 degrees at 9 knots. The temperature was 30 degrees Celsius (C), the dewpoint 19 degrees C, and the altimeter setting was 29.91 inches of mercury.

The glider was examined at the site on July 30, 2010, by FAA inspectors and all major components were accounted for at the scene. The glider rested upright in trees close to the ground, and the metal wings remained largely intact, though impact damaged. The fabric and wood-covered tubular metal frame was severely fire damaged. The battery and any recognizable electrical wiring was harvested and forwarded to the NTSB Materials Laboratory in Washington, DC, for examination at a later date.

Report 20 – F (1)

NTSB Identification: WPR10LA377
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 31, 2010 in Morgan, UT
Aircraft: GLASER DIRKS DG300, registration: N30AS
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 July 31, 2010, about 1615 mountain daylight time, a Glaser Dirks DG-300 experimental racing glider, N30AS, was substantially damaged after impacting terrain while maneuvering near Morgan, Utah. The certificated private pilot, the registered owner and sole occupant, was killed. Visual meteorological conditions prevailed at the time of the accident, and a flight plan was not filed. The personal flight was being conducted in accordance with Title 14 Code of Federal Regulation Part 91. It was reported that the local flight departed the Morgan County Airport (42U), about 1500.

According to a flight instructor who was flying in the same area as the accident pilot, “The pilot was talking to us over the aircraft radio. We were at the same location at about 7,400 feet mean sea level (msl). He said that he had arrived there at [between] 7,600 feet msl to 7,800 feet msl, and that he was climbing between 300 to 500 feet per minute (fpm). I continued to circle and climb up to 11,500 feet msl. I could see that he was flying well in front of the terrain and he reported that he was also climbing nicely the last time he communicated with me. I never heard from him again.” The flight instructor reported that he then flew around for about another hour and that while returning to 42U he learned from another pilot who had just landed that the accident pilot had not yet returned to the field. The flight instructor stated that he had enough altitude to circle around the local area, and while circling he noticed what looked like a wreckage in a canyon. The wreckage was later confirmed to be the accident pilot’s glider, which was located about 6.5 nautical miles southeast of 42U.

A Federal Aviation Administration (FAA) aviation safety inspector, who responded to the accident site, reported to the Safety Board investigator-in-charge (IIC) that the airplane appeared to have impacted terrain in a relatively vertical attitude. The inspector further reported that from her initial examination of the wreckage all components necessary for flight were present at the accident site.

The glider was recovered to a secured location for further examination.

Report 21 - F (1) / U (1)

NTSB Identification: CEN10LA459A
14 CFR Part 91: General Aviation
Accident occurred Wednesday, August 04, 2010 in Batesville, TX
Aircraft: SCHEMPP-HIRTH VENTUS-2B, registration: N7470C
Injuries: 1 Fatal, 1 Uninjured.

NTSB Identification: CEN10LA459B
14 CFR Part 91: General Aviation
Accident occurred Wednesday, August 04, 2010 in Batesville, TX
Aircraft: ALEXANDER SCHLEICHER GMBH & CO ASW 27-18, registration: N8829A
Injuries: 1 Fatal, 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 4, 2010, approximately 1820 central daylight time, N7470C, a Schempp-Hirth Ventus-2B glider, collided with N8829A, an Alexander Schleicher GmbH & Company ASW 27-18 glider, while both were competing in a soaring competition near Batesville, Texas. Visual meteorological conditions prevailed at the time of the accident. Both flights were being conducted under the provisions of Title 14 Code of Federal Regulations Part 91 without flight plans. The commercial glider pilot on board the Schempp-Hirth Ventus-2B was fatally injured. The private glider pilot on board the Alexander Schleicher GmbH & Company ASW 27-18 was not injured. Both gliders were air towed from Garner Field Airport (KUVA), Uvalde, Texas.

According to a verbal statement taken from the pilot of the Alexander Schleicher GmbH & Company ASW 27-18, he was in straight and level flight, south bound, when the Schempp-Hirth Ventus-2B appeared in front of him. The glider passed over the top of his glider canopy and impacted the tail of his glider. The pilot of the Alexander Schleicher GmbH & Company ASW 27-18 was able to continue flying the glider and landed without further incident in a nearby field.

Witnesses in the area observed the Schempp-Hirth Ventus-2B glider “tumbling” in the sky, towards the ground. The glider impacted terrain in a nose low attitude and came to rest inverted.

Report 22 – U (1)

NTSB Identification: WPR10CA389
14 CFR Part 91: General Aviation
Accident occurred Friday, August 06, 2010 in Adelanto, CA
Aircraft: LET L 33 SOLO, registration: N315BA
Injuries: 1 Uninjured.

The pilot reported that after a normal release about 2 miles north of the airport at 3,000 feet, he turned the glider south towards the airport. Approximately 1 mile from the airport the glider encountered strong winds from the south and it entered a high rate of descent with minimal forward motion. The pilot determined the glider would not make the airport and he executed an off-airport landing. During landing, the right wing struck a bush and the glider ground looped, substantially damaging its wings and fuselage. The pilot reported no mechanical failures or malfunctions with the airframe prior to the accident. An airport located about 9 miles to the east of the accident airport indicated at the time of the accident wind was from 180 degrees at 11 knots gusting to 16 knots.

WPR10CA389

Report 23 – U (1)

NTSB Identification: ERA10CA419
14 CFR Part 91: General Aviation
Accident occurred Friday, August 13, 2010 in Groveland, FL
Aircraft: SCHWEIZER SGS 1-34, registration: N65916
Injuries: 1 Uninjured.

The glider pilot reported that he was in the traffic pattern, setting up for a left downwind for runway 18. He turned base at 650 feet agl and then turned onto final at 450 feet agl. He found himself high on final and could not attain a normal glide slope using the dive brakes. He closed the dive brakes and performed a 360-degree turn to lose altitude. At mid-field and 100 feet agl, he decided to circle right and attempt a landing on runway 36. He “got too low” and impacted a tree short of the runway. A witness reported that the dive brakes remained full open during the accident sequence. The Federal Aviation Administration inspector who examined the wreckage reported that the dive brakes were in the deployed, or up position, when he arrived at the accident site.

ERA10CA419

Report 24 – U (1)

NTSB Identification: ERA10CA427
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 15, 2010 in Erwin, NC
Aircraft: SCHLEICHER ASW-24, registration: N940CB
Injuries: 1 Uninjured.

According to the glider pilot, after a local flight, he returned to the airport for landing. During his approach to the grassy area adjacent to runway 23, the pilot used an excessive amount of spoiler to descend, and landed short of the runway. The glider's right wing struck a taxiway sign and light, resulting in substantial damage. The pilot reported no mechanical anomalies with the glider, and the winds were calm at the time of the accident.

ERA10CA427

Report 25 – U (1)

NTSB Identification: CEN10CA495
14 CFR Part 91: General Aviation
Accident occurred Friday, August 20, 2010 in Madisonville, TX
Aircraft: SCHEMPP-HIRTH VENTUS-2B, registration: N710RJ
Injuries: 1 Uninjured.

The pilot stated he was unable to maintain enough lift in his glider to land back at the airport, so he attempted to land in a field about 1.9 miles short of the runway. During the landing, in a 90 degree crosswind that was approximately 15 to 18 knots, the pilot ground looped the glider and collided with a mesquite tree. The tail boom and horizontal stabilizer sustained substantial damage. The pilot reported that there were no mechanical deficiencies with the glider.

CEN10CA495

Report 26 – U (1)

NTSB Identification: WPR10CA422
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 22, 2010 in Minden, NV
Aircraft: Burkhart Grob G-103A, registration: N794G
Injuries: 1 Uninjured.

The pilot completed a 1-hour local flight, and entered right traffic on runway 30. He increased his speed because of strong gusty winds and turbulence. He worked the airbrakes and landed about 300 feet down the runway. The nose wheel touched down first, and the glider bounced; then the tail wheel touched down and the glider bounced. This cycle repeated twice despite the pilot’s attempts to control it with elevator. The rollout was normal. The pilot was not aware that the glider sustained substantial damage to the empennage until he exited the cockpit.

WPR10CA422

Report 27 – U (1)

NTSB Identification: CEN10CA505
14 CFR Part 91: General Aviation
Accident occurred Wednesday, August 25, 2010 in Waynesville, OH
Aircraft: SCHLEICHER ASW-20, registration: N31TS
Injuries: 1 Uninjured.

The glider pilot reported that the glider's right wing dropped and the glider ground looped as it was being towed for takeoff. The tow was released and the glider sustained substantial damage when it struck a pole on the side of the runway.

CEN10CA505

Report 28 – M (1)

NTSB Identification: ERA10CA477
14 CFR Part 91: General Aviation
Accident occurred Friday, August 27, 2010 in Windsor, VA
Aircraft: BEAM-WALTER RS-15, registration: N29WB
Injuries: 1 Minor.

According to the pilot/co-owner of the experimental amateur-built glider, he assembled the glider prior to takeoff, which required that the left and right ruddervators be placed in the flight position and secured with a spring-loaded pin, inserted through three holes. The pilot stated that he visually checked that the pin was properly installed, and physically shook the ruddervators prior to takeoff. The glider was being towed for takeoff, and was approximately 6 to 10 feet above the ground, when the right ruddervator rotated toward the left ruddervator. The pilot was not able to control the glider, and disconnected from the tow plane. The glider subsequently impacted the ground, and sustained substantial damage to the fiberglass fuselage. Postaccident examination of the glider by a Federal Aviation Administration inspector did not reveal any malfunctions of the ruddervator locking mechanism. The pin required about 25 pounds of force to move, and could be heard to make a "snapping" noise when released. The inspector noted that the snapping noise was associated with the pin inserting through all three holes; however, further inspection revealed that the pin had only gone through two

ERA10CA477

Report 29 – U (2)

NTSB Identification: CEN10CA507
14 CFR Public Use
Accident occurred Saturday, August 28, 2010 in Socorro, NM
Aircraft: LET L-23 SUPER BLANIK, registration: N361BA
Injuries: 2 Uninjured.

According to a written statement received from the Civil Air Patrol, and forwarded to the National Transportation Safety Board, the glider lost lift while preparing to land. The pilot selected an off field landing location and during the landing attempt, encountered terrain and a fence that was not expected. The glider was substantially damaged during the impact. An examination of the glider and its systems, conducted by the Federal Aviation Administration, revealed no anomalies.

CEN10CA507

Report 30 – M (1)

NTSB Identification: CEN10CA542
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 05, 2010 in Moriarty, NM
Aircraft: SCHEMPP-HIRTH STANDARD CIRRUS, registration: N4664
Injuries: 1 Minor.

While being towed aloft behind an airplane, the single-seat glider’s cockpit canopy inadvertently opened. The glider pilot released from tow and attempted to close the canopy to no avail. Around 20 minutes later the pilot entered the airport traffic pattern for landing. While on final approach, the pilot was unable to activate the dive brakes to shorten the landing distance due to her left hand being used to hold the canopy down. The glider crossed the runway threshold around 300 feet above ground level, and continued past the end of the runway for approximately a mile before an off airport landing was performed. During landing the glider’s right wing impacted a fence post, resulting in structural damage to the aircraft. The glider came to rest in an upright position and the pilot was able to exit unassisted. The reason for the inadvertent canopy opening was not determined.

CEN10CA542

Report 31 – S (1)

NTSB Identification: CEN10CA527
14 CFR Part 91: General Aviation
Accident occurred Wednesday, September 08, 2010 in Hampshire, IL
Aircraft: SCHWEIZER SGS 1-34R, registration: N1130S
Injuries: 1 Serious.

While landing after a short local flight, the pilot did not stop the glider on the grass runway (2,500 feet by 200 feet). The glider traveled off the end of the runway where it contacted a parked vehicle. A witnessed stated that it appeared as if the pilot did not apply the wheel brake during the landing roll. The forward bulkhead on the glider was substantially damaged.

CEN10CA527

Report 32 – U (1)

NTSB Identification: ERA11LA025
14 CFR Part 91: General Aviation
Accident occurred Monday, October 18, 2010 in Warren, VT
Aircraft: SCHEMPP-HIRTH VENTUS B/16.6, registration: N188PX
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 October 18, 2010, approximately 1715 eastern daylight time, a Schempp-Hirth Ventus B/16.6 glider, N188XP, was substantially damaged during a forced landing near Warren-Sugarbush Airport (0B7), Warren, Vermont. The certificated private pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which originated at 0B7, about 1400. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

In a telephone interview, the pilot stated the glider was towed to about 1,600 feet above ground level (agl), and he then climbed the glider to 14,000 feet using ridge and thermal lift. During the return flight, he used the dive brakes “quite a few times” to maintain a 500 foot-per-minute rate of descent.

The pilot entered the traffic pattern and was maneuvering on the downwind leg when he experienced a strong lifting force. He stated that he “pulled the dive brakes all the way on” to counteract the lift on the glider. The pilot remarked that when he was about to turn to the base leg of the pattern, he flew out of the lifting air, and tried, unsuccessfully, to retract the dive brakes. Due to the wind and the glider's sink rate, the pilot concluded he could not reach the airport, and selected a field south of the airport for an off-airport landing. The glider collided with trees short of the field, and came to rest suspended in trees 50 feet above the ground.

After the glider was lowered from the trees, it was examined by a Federal Aviation Administration (FAA) inspector. Examination revealed substantial damage to the right wing spar about 10 feet from the fuselage. The fuselage displayed minor damage, and the horizontal stabilizer, tail, and left wing remained undamaged. According to the inspector, flight control continuity was established. He exercised the dive brake handle and discovered that it would bind when it was fully deployed.

According to FAA records, the pilot held a private pilot certificate with a rating for a glider and airplane single-engine land. In the telephone interview, the pilot reported over 3,000 hours of flight experience. The pilot did not hold a current FAA medical certificate, but neither was he required to for glider flights.

According to FAA records, the glider was manufactured in 1986, and was registered to the pilot in December of 1987. The glider was a single-seat, high performance, flap-equipped, T-tail glider. Maintenance records were unavailable, but according to the owner, the glider had accumulated approximately 2,300 total aircraft hours and the last annual inspection was in June of 2010.

At 1651, the weather conditions reported at Edward F Knapp State Airport, Montpelier, Vermont, 12 miles northeast of the accident site, included winds from 290 at 3 knots, broken clouds at 7,000 feet, 10 miles visibility, temperature 5 degrees C, dewpoint -2 degrees C, and an altimeter setting of 29.85 inches of mercury.