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NTSB SUMMARIES - 1999

These summaries are taken directly from NTSB final and preliminary reports and contain no comments from the Soaring Society of America or the Soaring Safety Foundation.
1999 NTSB SUMMARIES

NTSB Identification: NYC00LA042
Accident occurred: NOV-28-99 at PALMERTON, PA
Aircraft: Schempp-Hirth DISCUS A, registration: N117TB
Injuries: 1 Serious.

On November 28, 1999, about 1640 Eastern Standard Time, a Schempp-Hirth Discus A glider, N117TB, was substantially damaged during a forced landing near Palmerton, Pennsylvania. The certificated private glider pilot was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91.

NTSB Identification: NYC00LA035. The docket is stored in the (offline) NTSB Imaging System.
Accident occurred: NOV-20-99 at WAYNESVILLE, OH
Aircraft: Schweizer SGS-2-33A, registration: N17883
Injuries: 2 Uninjured.

On November 20, 1999, about 1630 Eastern Standard Time, a Schweizer SGS-2-33A, N17883, was substantially damaged while landing at the Red Stuart Airport, Waynesville, Ohio. The certificated fight instructor and student pilot were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the instructional flight conducted under 14 CFR Part 91.

NTSB Identification: CHI00LA033. The docket is stored in the (offline) NTSB Imaging System.
Accident occurred: NOV-13-99 at EAST LYNNE, MO
Aircraft: Schweizer SGS-1-34, registration: N7646
Injuries: 1 Serious.

On November 13, 1999, at 1430 central standard time, a Schweizer SGS-1-34, N7646, operated by a commercial glider pilot collided with the terrain following a loss of control while in the traffic pattern to land at Richters Field, East Lynne, Missouri. The pilot was seriously injured and the glider was substantially damaged. The 14 CFR Part 91 flight was operating in visual meteorological conditions prevailed and no flight plan was filed. The local flight originated from Richter Field at 1400 cst.

NTSB Identification: LAX00LA009
Accident occurred: OCT-13-99 at WAIALUA, HI
Aircraft: Schweizer SGS-2-33A, registration: N17914
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 13, 1999, at 1427 hours Hawaiian standard time, a Schweizer SGS-2-33A, N17914, impacted terrain while attempting to return to the airport after encountering an unfavorable wind condition at Waialua, Oahu, Hawaii. The glider, operated under 14 CFR Part 91 by the Civil Air Patrol, Hawaii Wing, sustained substantial damage. The airline transport pilot, on a supervised solo instructional flight to obtain a glider category rating, was not injured. Visual meteorological conditions existed for the local area flight that had departed from the Dillingham Airfield at 1418, and no flight plan was filed. The student pilot stated that there are no weather facilities at the uncontrolled field, other than windsocks that are located at each end, and midfield of the airport. He stated that the forecast for winds on the day of the accident were from the northeast due to the northeast trade winds, and runway 8 was in use. The pilot indicated that he also received local weather information from other glider pilots who had been flying prior to his departure. The pilot stated that the takeoff was normal with turbulence experienced at 500 feet above ground level (agl). After departure he noted that the winds were from the northeast and were light and variable. He said that at 2,000 feet agl he released the glider from the tow plane and began to lose altitude instead of gaining altitude. He turned to the north, away from a ridge where a strong sink rate had been reported, and proceeded to the practice area. While attempting to return to the airport, the pilot made an off-field landing. He believed that the surface winds were still from the northeast and landed on a heading of 080. During the landing rollout the left wing contacted a dirt berm; the glider turned 180 degrees from the initial landing direction and came to rest in a ditch. A Federal Aviation Administration inspector arrived on-scene to inspect the glider an hour later and noted that the winds were from the northwest.

NTSB Identification: LAX99LA298
Accident occurred: SEP-05-99 at PRESCOTT, AZ
Aircraft: Lithuanian Factory of Aviation LAK-12, registration: N612LK
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 September 5, 1999, about 1630 hours mountain standard time, a Lithuanian Factory of Aviation LAK-12, N612LK, collided with obstacles on the ground while making a forced landing about 12 miles south of Prescott, Arizona. The glider, owned and operated by the pilot, was substantially damaged. The private pilot was not injured. The personal cross-country flight, conducted under the provisions of 14 CFR Part 91, originated from the Pleasant Valley Gliderport about 1430, and was en route to the Coyote Run Gliderport in Prescott Valley. Visual meteorological conditions prevailed and no flight plan was filed. The pilot reported that the glider began to lose lift around the area of Cordes Junction. He stated that he knew there was a landing strip in the area but couldn't find it. He saw a paved dead-end service road ahead and landed on it. During the landing roll, the right wing tip collided with three or four state highway signs. The glider ground looped and the left wing was destroyed.

NTSB Identification: FTW99LA243.
The docket is stored in the (offline) NTSB Imaging System.
Accident occurred: AUG-30-99 at JONESBORO, AR
Aircraft: Let BLANIK L-13, registration: N3255Y
Injuries: 2 Serious.

On August 30, 1999, approximately 1800 central daylight time, a Let Blanik L-13 glider, N3255Y, was substantially damaged when it impacted a power line support pole and terrain while on final approach to the Classic Airstrip near Jonesboro, Arkansas. The commercial pilot and his passenger were seriously injured. The glider was registered to the Classic Soaring Club of Jonesboro, Arkansas, and operated by the pilot. Visual meteorological conditions prevailed and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The local flight originated at 1745.

NTSB Identification: IAD99LA061
Accident occurred: AUG-29-99 at BEDMINSTER, NJ
Aircraft: Schleicher ASW-19, registration: N19DQ
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 August 29, 1999, at 1428 eastern daylight time, a Schleicher ASW-19 glider, N19DQ, was substantially damaged during collision with trees at the Somerset County Airport (SMQ), Bedminster, New Jersey. The certificated commercial pilot received minor injuries during the collision, but died shortly thereafter. Visual meteorological conditions prevailed for the personal flight that originated at SMQ approximately 1400. No flight plan was filed for the flight conducted under 14 CFR Part 91. In a written statement, a witness said he helped the pilot assemble the glider for flight. Later, while flying, the witness observed the accident glider on tow. He said: "When I next saw the glider, we were both at approximately 2,000 feet agl at the west side of the airport. His flight path indicated that he was just wandering around. He wasn't stopping to thermal even when he clearly flew into lift; and I couldn't figure out why he was already down to that altitude. I spiraled down to 1,000 feet agl and started my landing pattern. I then saw [the glider] again at the east side of the airport. I was at 600 feet agl and he was about 1,000 feet agl. I completed my landing and came to a stop about 1/2 way down runway 26. I then saw [the pilot] make a final approach for landing. "He looked like he was in the right position but at no time did he deploy his spoilers. He passed over me at treetop height (70 to 80 feet agl) still moving at approximately approach speed. I saw a minor oscillation upward and then he seemed to go nose down, as if to put the ship down to the runway. He then disappeared from my view below a rise in the runway and I thought he made it till I heard the crash. "There was [a medical doctor] on scene when I got there. His evaluation was a CVA (Cerebral Vascular Accident) before the crash while he was still flying. As a former EMT Instructor, I did notice that there was right side facial droop and no movement on his right side. [The pilot] was able to wink at me at one point and to squeeze my hand. Both with his left side." The doctor who witnessed the accident and responded to the crash site provided an interview by telephone. He said: "I was finishing my checkride and coming in with my instructor. We were taxiing back after landing. The glider came over, swerved to the left, swerved to the right, then struck trees. He was about half a mile from where he should have landed. It looked like he lost control. I then took off out of the plane. "When I got there, the only thing in one piece was the cockpit. I talked to him. He was disoriented. I noticed he didn't move his right side at all. He presented to me a receptive aphasia. He kept trying to undo his seatbelt. He couldn't move his right side at all. "Somebody handed me a stethoscope. His heart sounded good and his lungs were clear. He appeared to have had a CVA. The clincher was the right side of his face drooped." The pilot was transported to the Morristown Hospital in Morristown, New Jersey, where he died. In a telephone interview, a New Jersey State Medical examiner said that examination of the pilot revealed only minor cuts and contusions and no internal injuries. He said the pilot sustained "...a massive stroke in the left side of the brain." Results of blood, tissue, and toxicological testing for the pilot are pending.

NTSB Identification: NYC99LA215
Accident occurred: AUG-28-99 at WELLINGTON, OH
Aircraft: Let L-33-SOLO, registration: N286BA
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 28, 1999, about 1345 Eastern Daylight Time, a Let L-33-Solo, N286BA, was substantially damaged while landing at the Botsford Airport (67D), Wellington, Ohio. The certificated private pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91. According to a Federal Aviation Administration Inspector the glider was towed from 67D to 2,000 feet above the ground and released. The pilot then flew the glider to the base of a cloud searching for a thermal, when he started to feel a down draft. The glider began to descend at a rate of 600 feet per minute, and the pilot decided to return to the airport. An approach to Runway 36, a 2,850 foot long grass runway, was performed. The glider cleared marked wires that were located at the approach end of the runway, and touched down about 100 feet prior to a mowed grass runway area. The touch down site was composed of 18-inch tall clover and weeds. The right wing dug into the ground, rotating the glider 180 degrees to the right. During the rotation, the tail section of the glider contacted the ground, buckling the fuselage. The glider came to rest upright, facing south. The weather reported at an airport located 20 miles to the northeast, at 1354 was, winds from 270 degrees at 9 knots, 6 miles of visibility with haze, few clouds at 3,800 feet, scattered clouds at 13,000 feet, broken layer of clouds at 25,000 feet. The temperature was 82 degrees Fahrenheit.

NTSB Identification: MIA99LA227
Accident occurred: AUG-17-99 at PERRY, SC
Aircraft: Let BLANIK L-13, registration: N7529
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 August 18, 1999, about 1500 eastern daylight time, a Let Blanik L-13 glider, N7529, registered to the Perry Soaring Association, collided with a tree during takeoff at the Perry Airport, Perry, South Carolina. Visual meteorological conditions prevailed at the time, and no flight plan was filed for the 14 CFR Part 91 local personal flight. The glider was substantially damaged. The private-rated pilot and one passenger reported no injuries. The flight was originating at the time. The glider was being launched by an automobile, and did not gain sufficient altitude. The glider made a left turn in an attempt to land in a 35-acre field. The pilot was using flaps and not spoilers, and realized he would not make the intended landing area because of trees in the flight path. The pilot attempted to turn before striking the trees, and struck a tree with one of the wings.

NTSB Identification: LAX99MA251
Accident occurred: JUL-13-99 at MINDEN, NV
Aircraft: Schempp-Hirth NIMBUS 4DM, registration: N807BB
Injuries: 2 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 13, 1999, at 1310 hours Pacific daylight time, a Schempp-Hirth Nimbus 4DM motorized glider, N807BB, experienced an in-flight breakup while maneuvering near Minden, Nevada. The commercial glider pilot and a passenger were fatally injured and the glider was destroyed. The personal flight was operated by the owner/pilot under the provisions of 14 CFR Part 91. No flight plan was filed for the local flight. The glider is certificated in the United States in the experimental category for exhibition and racing. A production glider in Germany, a standard/utility category airworthiness certificate was issued by the German civil aviation authority. The glider departed from Minden airport at 1240. A glider pilot witness stated he was soaring about 1,000 feet below the accident glider. The witness observed the glider in a high-speed spiral with a 45-degree nose down attitude. After two full rotations, the rotation stopped, the flight stabilized on a north easterly heading, and the nose pitched further down to a near vertical attitude. The glider was observed to level its attitude, with the wings bending upward and the wing tips coning higher. The outboard wing tip panels departed from the glider, the wings disintegrated, and the fuselage dove into the ground. Other witnesses have subsequently stated the glider was in a tight turn, as if climbing in a thermal, when it entered the spiral. The glider appeared to be recovering from a spin. A second witness was in another glider between 9,000 and 10,000 feet and observed portions of the accident sequence. He immediately headed for the airport to report the accident and encountered "very turbulent" conditions with a sudden 40-knot airspeed increase. He characterized the conditions as "more choppy than normal" and further stated that "controllability was not unmanageable but was rough." The glider is composite construction. Reconstruction of the glider revealed that all primary and secondary flight control surfaces, including mass balance weights, were within the wreckage distribution path. Control system continuity was established.


NTSB Identification: DEN99LA117
Accident occurred: JUL-11-99 at HOBBS, NM
Aircraft: Schempp-Hirth VENTUS B/16.6, registration: N176V
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 July 11, 1999, approximately 1730 mountain daylight time, a Schempp-Hirth Ventus B/16.6, was substantially damaged during an off airport landing (i.e., landing-out) near Hobbs Industrial Park Airport, Hobbs, New Mexico. The glider certificated pilot, the sole occupant on board, was not injured. The aircraft was owned/operated by the pilot under Title 14 CFR Part 91. Visual meteorological conditions prevailed for the local flight which originated approximately 1 hour before the accident. No flight plan had been filed. According to glider race officials, the pilot was returning to Hobbs and was approximately 14 nautical miles out. Lift conditions were deteriorating and the pilot needed to land-out. The pilot said that during his landing approach to a field, the glider's wing hit the ground and the aircraft "cartwheeled."


NTSB Identification: MIA99LA193
Accident occurred: JUL-10-99 at MONROE, GA
Aircraft: Let BLANIK L-13, registration: N90842
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 10, 1999, about 1400 eastern daylight time, a Let Blanik L-13 glider, N90842, registered to the Mid Georgia Soaring Association Inc., collided with the terrain while on approach to the Monroe-Walton County Airport, Monroe, Georgia. Visual meteorological conditions prevailed at the time, and no flight plan was filed for the 14 CFR Part 91 local instructional flight. The glider was substantially damaged. The commercial-rated pilot and one dual student-pilot reported no injuries. The flight had departed from the same airport at an unknown time. The glider was on approach to runway 21, and landed about 1,500 feet short of the intended touchdown point, in a field north of the runway. According to the pilot, the glider encountered an unexpected sink before impacting the ground.


NTSB Identification: CHI99LA220
Accident occurred: JUL-08-99 at SYLVANIA, WI
Aircraft: Let BLANIK L-13, registration: N3209F
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 8, 1999, at 1915 central daylight time, a LET Blanik L-13, N3209F, piloted by a commercial flight instructor, received substantial damage during an on-ground collision with two trees while landing on Runway 26R (2,360 feet by 120 feet, dry/turf) at the Sylvania Airport, Sylvania, Wisconsin. Visual meteorological conditions prevailed at the time of the accident. The local instructional flight was operating under the provisions of 14 CFR Part 91 and was not on a flight plan. The Certified Flight Instructor (CFI) and dual student reported no injuries. The flight departed the Sylvania Airport at 1845 and was landing at the time of the accident. The flight instructor reported that the student was demonstrating a landing approach without the use of dive-brakes. The CFI stated that during the landing roll it became evident that the aircraft would not stop before the end of the runway. The CFI reported that in order to avoid overrunning into a corn field, at the end of the runway, she took control of the aircraft, deployed the dive-brakes, and turned the aircraft to the right towards an open flat field. The aircraft impacted between two trees on the right side of the runway.


NTSB Identification: LAX99LA232
Accident occurred: JUN-28-99 at WAILUA, HI
Aircraft: Schweizer SGS-2-33A, registration: N17902
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 28, 1999, about 1500 hours Hawaii standard time, a Schweizer SGS-2-33A glider, N17902, sustained substantial damage during a hard landing at Dillingham Field in Wailua, Hawaii. The glider was being operated by Honolulu Soaring Club under the provisions of 14 CFR Part 91 as an instructional flight. The student pilot departed Dillingham about 1410 on a local unsupervised solo flight. He suffered minor injuries. Visual meteorological conditions prevailed and no flight plan was filed. The pilot stated to a Federal Aviation Administration (FAA) inspector that the winds were blustery at 15 to 20 knots. He was maintaining 75 to 80 miles per hour (mph) as he approached for a normal landing when he felt he encountered wind shear. He stated he was 8 feet from the ground and the airspeed was dropping below 60 mph. The aircraft stalled and he bounced twice.


NTSB Identification: LAX99LA228
Accident occurred: JUN-19-99 at BARSTOW, CA
Aircraft: Blanik BLANIK L-13, registration: N136AS
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 June 19, 1999, at 1500 hours Pacific daylight time, a Blanik L-13, N136AS, collided with ground obstructions during a off-field landing 38 miles east of Barstow, California. The glider, operated by Antelope Valley Soaring Club, Canoga Park, California, sustained substantial damage. The commercial pilot, and sole occupant, was not injured. The 14 CFR Part 91 personal flight departed from a private airstrip at 1230. Visual meteorological conditions existed and no flight plan was filed. In a written statement by the pilot, he was on a cross-country flight to Baker, California, and encountered a loss of lift, which made it impossible to make it to an airport. The glider was over level terrain and the pilot selected an off-field landing point located in a rest area along interstate I-15. The glider impacted a pole during the landing roll, causing the left wing to separate from the glider. The rest area was closed and no one was present at the time of the accident.


NTSB Identification: CHI99LA189
Accident occurred: JUN-19-99 at HARTFORD, WI
Aircraft: Schempp-Hirth CIRRUS, registration: N8145
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 June 19, 1999, at 1600 central daylight time, a Schempp-Hirth Cirrus (glider), N8145, experienced an undershoot to runway 18, near Hartford, Wisconsin. The glider sustained substantial damage. The pilot reported no injuries. The personal 14 CFR Part 91 flight was operating in visual meteorological conditions. No flight plan was on file. The local flight departed about 1400. The pilot said he was practicing the deployment of a drogue chute on the approach. He said that the chute did not release and he was unable to reach the intended point of landing.


NTSB Identification: SEA99LA087
Accident occurred: JUN-17-99 at BELGRADE, MT
Aircraft: Let L-13-13, registration: N70741
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 June 17, 1999, approximately 1145 mountain daylight time, a LET 13-13 Blanik glider, N70741, was substantially damaged during landing on runway 12 (sod) at Belgrade, Montana. The certificated flight instructor and his dual student were uninjured. Visual meteorological conditions prevailed at the time of the accident. The flight had departed Belgrade airport about a half hour before the accident. The flight instructor stated that he took over control from the student when he realized that an abrupt turn in the landing roll was necessary to avoid hitting a person in the landing area. The turn resulted in contact with a parked tow plane. There was substantial damage to the glider, but none to the tow plane.


NTSB Identification: LAX99LA215
Accident occurred: JUN-13-99 at MINDEN, NV
Aircraft: AB SPORTINE AVIACIJA GENESIS 2, registration: N240BG
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 June 13, 1999, at 1320 hours Pacific daylight time, a AB Sportine Aviacija Genesis 2, N240BG, collided with terrain following an uncontrolled descent immediately after takeoff at Minden, Nevada. The commercial glider pilot, the sole occupant and owner/operator of the aircraft, sustained fatal injuries. The glider was destroyed in the impact sequence. The purpose of the flight was to practice for an upcoming glider competition. The personal flight was being conducted under CFR Part 91 of the Federal Aviation Regulations when the accident occurred. A flight plan was not filed for the local flight and visual meteorological conditions prevailed. According to witnesses, as the glider began the takeoff roll, the horizontal stabilizer fell off the aircraft as soon as it began to roll. One eyewitness said he immediately called the pilot of the towing aircraft and told him to release the towrope. Approximately 100 feet agl, the glider pilot reportedly released the towrope and the glider dove toward the ground and came to rest inverted. A Federal Aviation Administration inspector from the Reno, Nevada, Flight Standards District Office, responded to the site and examined the glider. The horizontal stabilizer was found on the runway near where the glider began the takeoff roll.


NTSB Identification: DEN99LA102
Accident occurred: JUN-10-99 at HOBBS, NM
Aircraft: Schweizer SGU-2-22E, registration: N5823V
Injuries: 1 Uninjured.

On June 10, 1999, approximately 1520 mountain daylight time, a Schweizer SGU-2-22E, N5823V, owned and operated by the Civil Air Patrol, Inc., Maxwell AFB, Alabama, was substantially damaged when it collided with terrain during landing approach at Hobbs, New Mexico. The student pilot, the sole occupant aboard, was not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the local instructional flight being conducted under Title 14 CFR Part 91. The flight originated approximately 1500.

The pilot wrote a statement for CAP officials on June 10, 1999. He said he had been doing steep turns at 1,000 feet [agl (above ground level)]. He began to "feel funny," so he started to roll out of the turn and "blacked out" about the time the glider struck a stop sign. The glider then flew below some powerlines. The pilot landed in a field and the glider struck a pole on the ground.

The pilot wrote a second statement that accompanied his NTSB accident report, dated June 24, 1999. He said his instructor approved the solo flight. "The winds were not bad enough to where I could not solo," he wrote. There was some crosswind from the south and the tow was "fairly rough." He released from the tow at 2,000 feet agl, in turbulence, and ascended in a thermal to 5,000 feet agl. The pilot said he was "being frustrated" by the turbulence, and was "having trouble controlling the plane," so he decided to land. He began to get "frustrated and nervous." He was "breathing really hard because [he] was scared." He started to "feel strange" and his face and hands "felt numb. . .like they had fallen asleep." He began to see "a lot of little dots" and "passed out." He regained consciousness just before striking a stop sign. He then flew under some powerlines, landed in a field, and struck a pole embedded in the ground.

A third statement (almost identical to the second) was written on August 3, 1999, and accompanied a second NTSB accident report.

Although the pilot was uninjured in the accident, he was transported to the Lea Regional Medical Center where he was examined and released. The pilot's parents signed a release and their son's medical records were given to an FAA inspector. The physician who examined the pilot told CAP officials that he was dehydrated. This, together with his hyperventilating, probably caused the brief lapse of consciousness. The official diagnosis was "vasovagal syncope."


NTSB Identification: SEA99FA080
Accident occurred: JUN-03-99 at EPHRATA, WA
Aircraft: Piper PA-18-150, registration: N3189Z
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 June 3, 1999, approximately 1441 hours Pacific daylight time, a Piper, PA-18-150, N3189Z, registered to Puget Sound Soaring Association, and being flown by a commercial pilot, was destroyed during a collision with terrain at the Ephrata Municipal airport, Ephrata, Washington. The pilot was fatally injured and a post crash fire consumed the aircraft. Visual meteorological conditions existed, and no flight plan had been filed. The flight, which was engaged in a glider tow operation, was to have been operated under 14CFR91, and originated from the airport immediately before the accident. The glider pilot in tow reported that approximately 50 feet above ground on the takeoff climb the glider's spoilers began to extend. The glider pilot retracted the spoilers and the glider began a rapid climb during which he lost sight of the tow aircraft. The glider pilot then felt his aircraft detach from the tow plane after which he executed a 180 course reversal and landed at Ephrata. Witnesses reported seeing the tow aircraft's tail pitch up immediately followed by the tow line breaking at a point forward of the glider. The Piper's engine was reported to be running smoothly at high power throughout the descent to impact.


NTSB Identification: LAX99LA204B
Accident occurred: MAY-30-99 at MESA, AZ
Aircraft: HOAC-Austria HK 36R SUPER DIMONA, registration: N1066F
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 May 30, 1999, at 0854 hours mountain standard time, a Cessna 172P, N66018, collided in flight with a HOAC-Austria HK 36R Super Dimona, N1066F, while both aircraft were on landing approach at Falcon Field, Mesa, Arizona. Both pilots were able to land their aircraft. The Cessna was operated by Southwest Flight Center as a dual instructional flight under 14 CFR Part 91 and was substantially damaged. The Cessna departed from Scottsdale, Arizona about 0800. The HOAC-Austria was operated by Sky King Soaring as a personal flight under 14 CFR Part 91 and received minor damage. The HOAC-Austria departed from Falcon Field about 0850. There were no injuries sustained by the commercial licensed flight instructor or student pilot in the Cessna nor by the commercial licensed pilot and passenger in the HOAC-Austria. Visual meteorological conditions prevailed and neither aircraft was operating on a flight plan. The pilot of the HOAC-Austria reported that they had just departed on runway 4R and intended to remain in the pattern to practice touch-and-go landings. At Falcon Field, he said, all traffic is left hand to the north of the airport for runways 4L and 4R due to a noise sensitive area south of the airport. He said that the tower told him to expect to follow a Cessna taking off on runway 4L and to continue upwind and the tower would call his crosswind leg. His upwind was longer than normal. He recalled seeing another Cessna which entered downwind from the 45 and recalled following that aircraft but doesn't recall ever seeing a Cessna departing off 4L or the tower directing his attention to that aircraft after takeoff. About 15 seconds after reporting downwind to the tower, and while in level flight on downwind leg opposite the tower, the midair occurred. He felt a jarring, then a lot of noise and then saw a Cessna in front of his plane going away from him. He reported his aircraft's speed on downwind was 75 knots. He said there was damage on his airplane on the lower surface of the right wing about 3 feet outboard of the fuselage that angled toward the nose of his aircraft. There was also paint transfer from the Cessna on the right side of his aircraft's engine cowl and damage to the propeller and spinner. The pilot of the Cessna reported that he and his student departed Scottsdale airport and went to Falcon Field to practice touch-and-go landings. They had completed three touch-and-goes in left traffic to runway 4L and were on downwind for the fourth touch-and-go at the time of the collision. They were on downwind leg, in level flight, and the student had reduced power to 2,300 rpm. They were flying about 100 knots IAS. He recalled asking his student if he had his traffic in sight and the student identified traffic well in front of them. About that time he heard a "motorglider" call the tower on downwind. Since that was approximately their position, he looked to the right anticipating traffic turning downwind from the 45. While he was looking to the right he felt the collision. He doesn't recall that the tower ever issued them a landing sequence or pointed out the traffic they collided with. He said the tower was "not too busy" and there were at least four aircraft in the airport traffic pattern. According to an inspector from the FAA's Scottsdale Flight Standards District Office, the upper 2/3 of the vertical fin and rudder of the Cessna were damaged and the fuselage tailcone was buckled forward of the horizontal stabilizer. According to the same inspector, the impact mark on the underside of the right wing of the HOAC Austria started at mid-chord, about 3 feet outboard of the fuselage and angled inboard approximately 45 degrees toward the nose. The shape of the mark is approximately that of the rudder mass balance of the Cessna 172 and the paint marks were blunt where they start at mid-chord and tapered to a fine point near the wing leading edge of the HOAC-Austria.


NTSB Identification: LAX99LA192
Accident occurred: MAY-24-99 at TEHACHAPI, CA
Aircraft: I.C.A. Brasov IS-29D2, registration: N8217A
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 24, 1999, at 1225 hours Pacific daylight time, an I.C.A. Brasov, IS-29D2, N8217A, sustained substantial damage when it made an off field landing in an open field 2.5 miles southeast of the Mountain Valley Airport, Tehachapi, California. The glider, operated by Skylark North under 14 CFR Part 91, was rented by the pilot. The commercial glider pilot, the sole occupant, was not injured. The flight originated from Tehachapi, California, at 1200 the day of the accident. Visual meteorological conditions were observed and no flight plan was filed. In a telephone interview by the Safety Board, the pilot said that after release from the tow plane he experienced, "a little bit of lift and then a huge sink rate and couldn't make it over the south side of the ridge." He stated that he knew he couldn't make it back to the airport and attempted to make a forced landing southeast of the airport and collided with ground obstructions during the landing roll.


NTSB Identification: NYC99LA102
Accident occurred: MAY-01-99 at NEW MILFORD, CT
Aircraft: Glaser-Dirks DG-400, registration: N400FJ
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 May 1, 1999, about 1503 Eastern Daylight Time, a Glaser-Dirks DG-400, N400FJ, was destroyed when it impacted terrain after an in-flight breakup, while in cruise flight near New Milford, Connecticut. The certificated commercial pilot received minor injuries. Visual meteorological conditions prevailed and no flight plan was filed for the local flight conducted under 14 CFR Part 91. In a written statement, the pilot stated that the powered glider was assembled with a one man rig and no problems were encountered. A preflight check was conducted by the pilot, which included that the spar pin handles were secured and that the natural wing frequency was within limitations. The frequency was determined by bouncing the left wing tip up and down and observing 132 cycles per minute with a tuning fork. The frequency was normal for the 17 meter configuration. The glider was self launched from Mountain Meadow Airport, Burlington, Connecticut, about 1330. With the engine stowed, moderate turbulence was encountered at 3,000 feet MSL, and the pilot climbed to 6,500 feet. Flying straight and level, at an indicated airspeed of 60 knots, the pilot heard a "sharp bang" that sounded like the glider had struck an object. Both wings on the glider were observed to be undamaged, and the pilot turned the glider 360 degrees to look for any other traffic in the area. As the glider rolled out of the turn, heading west, at 60 knots, a "loud bang" was heard and the gear warning alarm began to sound. The pilot looked out to the right side of the glider and observed no abnormalities, he then looked out the left side, and observed the left wing displaced 20 degrees up from it's normal position. The glider began to descend and control inputs by the pilot were unresponsive. In the decent, as the glider's speed began to increase, the pilot, donning a parachute, elected to egress from the glider as it was nearing a vertical attitude. During the drift down, the pilot noticed several items fluttering to the ground, including a flap and aileron. The pilot landed on top of a tree, then swung himself to the trunk of the tree and remained there until rescue personnel arrived. Parts of the glider were found scattered over a wide area. The right wing was found in a vertical position, with the wing root spar buried in soft soil among large hardwood trees. The cockpit was found about 500 yards to the north of the right wing. The empennage and engine came to rest in a grass field about 100 yards to the north of the cockpit. The left wing, and it's control surfaces, were not recovered. Continuity was established on all existing flight controls. An airport located 13 miles to the south, reported, clear skies, winds from 120 degrees at 8 knots, gusts to 16 knots.


NTSB Identification: IAD99FA041A
Accident occurred: MAY-01-99 at HILLTOWN, PA
Aircraft: Cessna 305A, registration: N5171G
Injuries: 3 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 1, 1999, about 1334 eastern daylight time, a Cessna 305A, N5171G, and a Burkhart Grob, G-103 Twin II, N47938, were destroyed following a midair collision within 1 mile of the Philadelphia Gliderport, Hilltown, Pennsylvania. The Cessna was in a climb towing a glider, while the Grob was maneuvering. The certificated commercial pilot (Cessna), the certificated flight instructor (Grob) and the certificated private pilot (Grob) received fatal injuries. The Cessna and the Grob were owned and operated by the Philadelphia Glider Council, located at the Philadelphia Gliderport. Visual meteorological conditions prevailed, and no flight plan was filed for the either the local tow flight or instructional glider flight conducted under 14 CFR Part 91. The pilot that had towed the Grob aloft stated that they had taken off, at 1325. He recalled that the private pilot, who was receiving instruction in the Grob, was seated in the front seat, and the certificated flight instructor (CFI) was in the rear seat. He reported that the prevailing winds were from the east, and as he towed eastward, the Grob released at 2,500 feet above ground level (AGL). He stated that he returned to the gliderport and landed without seeing the Cessna. The pilot of a single seat glider who was being towed aloft by the Cessna, stated that after takeoff, and reaching 400 feet AGL, the Cessna turned left to a northerly heading. He stated that the Cessna then started a 10 degree right angle of bank turn. He reported that about 1,000 feet AGL, while turning through a southeasterly heading, he spotted the Grob at his 11:00 o'clock position, about 1,500 feet away, and about 100 feet above his position. He also stated: "The Grob was (coming towards us) in about a 15 degree right angle of bank turn. As we continued, it became apparent to me that the flight path of the Grob and our flight path (single seat glider and the tow plane) would cause a collision if no evasive action was taken." The pilot further stated: "...about 1,200 feet AGL, I pulled the rope release and turned to the right in about a 45 degree angle of bank. After about a 60 degrees heading change, I leveled off and looked to my left in time to see the Grob and the Cessna approach and collide. I do not think that either aircraft was taking evasive action. My impression was that the collision occurred about 5 seconds after I released the tow rope. I was probably 100 to 200 yards away from the impact. I believe the Grob and Cessna passed each other right hand side to right hand side. I kept watching the Cessna with a large portion of one wing's leading edge missing. The Cessna spun in the direction of the damaged wing, making about two complete revolutions before impacting the ground almost straight down (nose down attitude). I looked for the Grob in the air, but only saw fluttering debris." The Cessna impacted the terrain next to a residential driveway, at the base of a 40 foot tall pine tree. All the debris was confined to a 20 foot radius from the main wreckage, with the fuselage facing a southeasterly heading. The Cessna's left aileron was found on the roof of a house about 1/4 mile northwest of the main wreckage. The left wing tip and about a 2 foot section of the left wing's leading edge metal were found in a field about 500 feet northwest of the aileron. Imbedded in the 2 foot section was material similar to that utilized for the wing spars of the Grob. The Grob impacted the terrain in an open field about 400 feet northeast of the Cessna's aileron. All the debris from the main wreckage was located in a 30 foot radius. Ground scarring and debris from the Grob were oriented towards the northeast, and the wreckage came to rest in an upright attitude, facing towards the southwest. The left wing and the empennage were intact, but the damage appeared similar to that of terrain impact. The Grob's right aileron was found about 100 feet southwest of the Cessna's aileron. A 15 foot section of the Grob's right wing was found about 250 feet northeast of the Cessna's aileron. Sections of the Grob's right wing spar were found in the field near the Cessna's left wing tip. On May 2, 1999, a Safety Board Investigator and a Federal Aviation Administration Inspector examined the wreckage of the Cessna and the Grob. The cockpits of both airplanes were destroyed, with pieces found throughout their respective impact craters. Flight control continuity was verified for both airplanes. The Cessna's propeller, which contained chordwise scratching and bending, was found in the main crater detached from the engine. The crank shaft was broken, the engine casing was shattered in the bottom front area, and the accessories on the back section of the engine were detached. About 4 feet inboard of the Cessna's right wing tip, was a 2-foot indentation which contained black rubber markings and symmetrical metal scratches. Telephone and electrical power lines, made of wrapped metal wiring and coated with black rubber were located about 25 feet above the wreckage. These lines were found sagging immediately above the wreckage. The electrical and telephone service to the local homes was lost following the Cessna's impact. The wreckage of the Cessna and the Grob were released to a representative of the Philadelphia Glider Council on May 2, 1999.


NTSB Identification: ATL99LA076
Accident occurred: APR-28-99 at GROVELAND, FL
Aircraft: Mini Nimbus C, registration: N100GG
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 April 28, 1999, at 1357 eastern daylight time, a Mini-Nimbus "C" Glider, N100GG, collided with a fence one-quarter mile north of the Seminole Lake Glider Port, in Clermont, Florida. The glider was operated by Seminole Flying and Soaring Inc, under the provisions of Title 14 CFR Part 91, and visual flight rules. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight. The commercial pilot received minor injuries and the glider sustained substantial damage. The flight originated at Seminole Lake Glider Port, exact time unknown. According to the FAA Inspector on-scene, the pilot traveled too far away from the airport and executed an emergency landing into a cow pasture. After touchdown, the glider collided with a barbed-wire fence substantially damaging the wings and shattering the cockpit canopy.


NTSB Identification: LAX99LA204B
Accident occurred: April 14, 1999 at North Plains, Oregon
Aircraft: ICA-Brasov IS-28B2, registration: N843
Injuries: 1 Uninjured, 1 Minor.

On April 14, 1999, about 1500 Pacific daylight time, an ICA-Brasov IS-28B2, N843, registered to and operated by the pilot as a public use instructional flight, collided with power lines while on approach to a private airstrip near North Plains, Oregon. Visual meteorological conditions prevailed and no flight plan was filed. The glider was substantially damaged. The flight instructor received minor injuries, while the pilot-rated passenger, also a flight instructor, was not injured.

The purpose of the flight was a currency check for the pilot-rated passenger. The pilot-in-command (PIC) reported that the winds were from the northeast at 15 knots, gusting to 20 knots. The parallel runways are oriented in an east/west direction. At the west end, a road runs perpendicular to the runways, with tall fir trees on the west side of the road, and power lines (about 30 feet in height, and three strands) run along the road on the east side. Normal operations are to take off to the east on the north runway, and land to the west on the south runway.

The PIC reported that he first flew solo in order to accomplish three landings for currency. The PIC reported that the first two landings were made to the west on the south runway with a tailwind. The third landing was made to the east, into the wind, and over the trees and power lines. The PIC reported that the approach was normal, however, the descent was quicker, and the glider stopped shorter than it had ever done before on the runway.

After this landing, the second pilot then boarded the glider in the front seat to accomplish three landings for currency with the PIC in the rear seat. The PIC stated that the first landing was made without incident to the west on the south runway. As the glider was being prepared for the second flight, the PIC told the tow pilot and wing runners that the second landing would be made to the east on the south runway. The PIC stated that after takeoff, the tow plane climbed to 1,000 feet and the glider released. After making a few turns, the second pilot set-up for the landing to the east on the south runway. The PIC reported that the approach was normal and commented to the second pilot that "it looked just about right." At this time, the second pilot commented to the PIC that the tow plane was landing on the north runway. The PIC responded that he was not to worry, as the tow pilot knew of their intentions. The PIC reported that at this point, he noted that the airspeed and height was good and stated that he should have reminded the second pilot about the power lines. The PIC stated that just as the glider passed over the trees, the second pilot deployed the spoilers and the glider started to descend too soon, as it had not yet cleared the power lines. The PIC stated that he shoved the spoilers closed and looked for the wires which he could see one about to pass under the glider. The nose of the glider contacted one of the upper wires which slid up and over the canopy, breaking the Plexiglas over the aft seat. The second pilot was able to maintain pitch and roll in a level attitude as the glider dropped to the ground and landed hard on the main gear.

The second pilot stated that he had never landed to the east before, and although he was aware that there were power lines at the west end of the runway, he thought the power lines were closer to the trees on the opposite side of the road. The second pilot also stated that he might also have been a little distracted by the landing tow plane on the north runway.

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