NTSB SUMMARIES - 2002

On October 8, 2004, approximately 1500 mountain daylight time, a Schweizer SGS 1-26E glider, N17911, was substantially damaged during a collision with a tree while executing an off-airport landing near El Paso, Texas. The private pilot, sole occupant, sustained serious injuries. The airplane was registered to 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 from the Horizon Airport, near El Paso, Texas, at approximately 1300.

According to the 650-hour pilot, while soaring near El Paso, Texas, the thermal conditions became weak and the glider began to lose altitude. The pilot reported that with a landing becoming imminent, he elected to land at a new housing development under construction. The pilot further reported that during the landing roll, the glider bounced over a street curb and the right outboard wing contacted a small tree. The glider came to rest in an upright position.

According to a Federal Aviation Administration (FAA) inspector, who inspected the glider, the right wing sustained structural damage.

Despite several attempts by the Investigator-In-Charge to obtain a completed Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) from the pilot, one was not obtained.

On September 11, 2004, about 1210 Pacific daylight time, a WSK-PZL PZL-104 Wilga 80, N10RN, registered to Northwest Skysport and flown by the pilot as a 14 CFR Part 91 glider tow/sightseeing operation, collided with the terrain following an aborted takeoff from The Dalles Municipal, The Dalles, Oregon. Visual meteorological conditions prevailed at the time and no flight plan was filed for the local flight. The aircraft was substantially damaged and the commercial pilot and his passenger received minor injuries.

During a telephone interview and subsequent written statement, the pilot reported that the beginning of the tow operation was normal. During the takeoff roll, the pilot stated that "the glider began an aggressive climb to the left raising my tail and pulling to the left." The pilot stated that he pulled back on the control stick to try and lower the tail as the airplane lifted off, however, he did not have elevator control and knowing that he was in trouble, tried to release the glider, however he did not think that the glider released. The aircraft began to decrease altitude and "skip" over the rough terrain off the side of the runway when he reduced power. The aircraft subsequently nosed over.

The glider pilot in tow reported that the takeoff roll was normal and he held the glider on the ground longer than normal before lifting off. The glider pilot reported that just as the tow aircraft lifted off, a gust of wind from the left pushed the left wing of the tow plane up as the right main landing gear touched the runway. The glider pilot believed that the tow pilot was in trouble and fighting the controls as it went off the side of the runway. The glider pilot released the tow rope from the glider and aborted the takeoff, landing straight ahead on the runway.

One witness reported both aircraft drifted to the right as a result of the 20 mph wind from 300 degrees, and that both were climbing slowly. The Wilga was not climbing and appeared to be fighting the crosswind. It lost flying speed and settled back to the right side of the runway.

Another witness reported that in "crosswind conditions less than favorable..." the glider became airborne first and gained altitude rapidly and appeared to raise the tail of the tow plane. The glider released and landed without further incident, while the tow plane’s right wing contacted the ground and subsequently flipped over.

The takeoff was from runway 2. At the time of the accident, the weather reporting facility at The Dalles was reporting at 1153, a wind from 310 degrees at 19 knots, gusting to 26 knots.

On September 2, 2004, at 1422 mountain standard time, a Schweizer SGS 2-33A, N2873H, encountered a dust devil during the landing flare at the Estrella Sailport, about 6 miles west of Maricopa, Arizona. The glider touched down hard on the runway and was substantially damaged. The student pilot was seriously injured during the solo instructional flight. The glider's owner, Arizona Soaring, Inc., Maricopa, operated the glider under the provisions of 14 CFR Part 91. Visual meteorological conditions prevailed, and no flight plan had been filed. The flight originated from the sailport at 1409.

The student's certified flight instructor (CFI) reported to the National Transportation Safety Board investigator that his student had flown a normal traffic pattern to the runway. When the student was on short final approach to runway 24C, the CFI observed a "really large" dust devil in the area. The CFI stated that he believes the glider encountered the adverse weather. Thereafter, the glider nosed down and impacted the runway hard. Minutes prior to the mishap, the local wind speed was from 240 degrees, between 5 and 10 knots.

On August 8, 2004, at 1355 eastern daylight time, a Cessna 305A, N54517, was destroyed by post-impact fire after it impacted the terrain during takeoff climb from the Frankfort Dow Memorial Field Airport (FKS), Frankfort, Michigan. The pilot received minor injuries. The 14 CFR Part 91 glider aero-tow flight was departing FKS on a local flight. Visual meteorological conditions prevailed. No flight plan was filed.

The Cessna pilot reported that he was departing the grass airstrip adjacent to FKS runway 33 (4,050 feet by 75 feet) with a Schleicher AS-K13 glider, N14AA, in tow. He reported that during the takeoff ground run, the glider aborted the takeoff by releasing the tow line. He reported that the tow plane "suddenly yawed 45 degrees" to the left and veered off the left side of the grass airstrip and "crossed a marsh/wetland area" southwest of the runway. He reported the airplane was still at full power and was at minimum controllable airspeed. The pilot reported he attempted to climb over a tree line, but the airplane had "insufficient airspeed and stalled." The airplane impacted the terrain and caught fire. The tow airplane utilized had a five point pilot restraint harness and the pilot received minor injuries. The pilot exited the airplane before the airplane was consumed by fire.

The pilot of the glider reported that the lift off was later than normal and that the glider did not achieve "total lift off." He reported that the gliders were "lifting off the ground slightly long all day." He reported that the tow plane was veering to the left side of the airstrip and toward the embankment that led to the marsh. The glider was positioned to the right side of the tow plane. He reported he aborted the glider's takeoff so that the tow plane could "handle its takeoff or try to get control." He reported the glider rolled out on the airstrip without damage.

At 1415, the observed weather at Manistee (MBL), Michigan, located approximately 28 nautical miles south of FKS, was: wind 250 degrees at 6 knots, visibility 10 statute miles, scattered clouds 4,800 feet, temperature 23 degrees C, dew point 12 degrees C, altimeter 30.06 inches of mercury.

The glider pilot reported the wind was from the south which produced a 5 knot tailwind. A witness reported that the wind at 1130 was 110 degrees at 10 knots gusting to 15 knots.

A Federal Aviation Administration (FAA) inspector reported the total distance the tow plane traveled from the beginning of the takeoff roll to where the glider aborted the takeoff was about 350 feet. He reported the tow plane was about 25-30 feet from the left edge of the airstrip when the glider aborted. He reported the tow plane traveled about 150-175 feet through the tall grass before it lifted off and attempted flight. The tree line was located approximately 250 feet from the point of lift off.

On August 8, 2004, at 1546 central daylight time, a Glasflugel H301 glider, N25KD, sustained substantial damage during an off airport landing to a field near Hutchinson, Kansas. The pilot received minor injuries. The 14 CFR Part 91 personal flight departed the Sunflower Aerodrome (SN76), Hutchinson, Kansas, at 1501 on a local soaring flight. Visual meteorological conditions prevailed and no flight plan was filed.

The pilot reported that he had been towed to 2,000 feet above ground level (agl). He was trying to find lift but he reported that the lift was "choppy and broken, difficult to center and work." His altitude was 1,500 feet agl when he was four miles northwest of the field. He attempted to fly back to the airport but he encountered turbulence and loss of lift. He reported that he decided to land in a field when his altitude was 800 feet agl. He lowered the landing gear and put in full flaps and set up for landing in a green field. When he recognized the field was a crop he turned toward a dirt field, but he encountered "heavy sink and turbulence." He reported that he leveled the wings prior to landing but landed hard. The glider skidded to a stop after traveling about 75-100 feet.

On July 31, 2004, about 1730 eastern daylight time, a Schleicher ASW-27 glider, N127FP, was substantially damaged during a forced landing while approaching the Garner Airport (3VA8), Windsor, Virginia. The certificated private pilot was seriously 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 pilot was returning to the private grass strip. While on final approach to runway "S," the glider became to low to make it to the runway, and the pilot performed a forced landing to a field. After touching down in the field, the glider encountered a ditch, and came to rest upright.

The winds reported at a nearby airport were from 160 degrees at 10, gusting to 16 knots.

On July 29, 2004, about 1015 central daylight time, a Schweizer SGS 2-33 glider, N33950, piloted by a private pilot and designated pilot examiner, received substantial damage during landing after simulating a towline break on initial climb after takeoff. The glider was landing on the turf adjacent to runway 36 at the Skyhaven Airport near Warrensburg, Missouri. The 14 CFR Part 91 flight was operating in visual meteorological conditions without a flight plan. No injuries were reported. The local flight was originating at the time of the accident.

The pilot reported that during the takeoff the examiner released the glider from the tow-plane to simulate a towline break. He stated that the release was made about 200 feet above the ground. The pilot reported that during the subsequent landing, a gust of wind raised the right wing of the glider causing the left wing to contact the ground. The pilot reported that due to the 8 to 10 inch tall grass the glider veered to the left. The glider subsequently impacted a barbed-wire fence.

On July 18, 2004, about 1530 Pacific daylight time, a PDPS PZL-BIELSKO SZD-50-3 glider, N19SZ, collided with a tree during landing at the Lone Pine Airport, Lone Pine, California. Associated Glider Clubs of Southern California, Inc., was operating the glider under the provisions of 14 CFR Part 91. The private pilot and one pilot-rated passenger were not injured; the glider sustained substantial damage. Visual meteorological conditions prevailed, and no flight plan had been filed for the local area flight. The glider departed through the assistance of a tow plane from the Lone Pine Airport about 1330.

The pilot reported that during landing, the glider cleared a set of power lines. At 15 feet above ground level, the right wing impacted a tree branch; the glider spun around and came to rest 270 degrees from the original flight path. To prevent future accidents the pilot recommended flying a higher approach. The pilot noted no mechanical malfunctions with the glider prior to the accident.

In a separate conversation, the pilot reported that he misjudged the clearance between the glider and the tree. During final, the glider drifted from the runway centerline to the right. The wing of the glider impacted the tree. The right wing was torn from the fuselage during the collision sequence.

On July 17, 2004, at 1430 central daylight time, a Burkhart Grob G-103A Twin II Acro glider, N858BG, was substantially damaged upon collision with another aircraft while waiting to be towed on runway 31 at the Caddo Mills Municipal Airport (7F3), near Caddo Mills, Texas. The glider was owned by a private individual and was being operated by Southwest Soaring, Inc., of Caddo Mills, Texas. The flight instructor and the passenger were not injured. Visual meteorological conditions prevailed for the anticipated 14 Code of Federal Regulations Part 91 soaring flight. The local flight had not initiated at the time of the accident.

According to the flight instructor conducting the glider flight, the glider had been positioned on the right side of the runway 31 (a 4,000-foot long and 150-foot wide concrete runway) waiting for the tow-plane to land and line up in front for the scheduled soaring flight. The flight instructor added that he was standing on the left side of the glider explaining to the passenger strapped to the front seat how the flight was to be conducted. While standing, the flight instructor heard someone shout, and he looked up.

The flight instructor reported that he observed the tow plane that had just landed on the left side of the runway, veering straight for the glider. To avoid being hit, he jumped over the fuselage of the glider, escaping injuries.

The pilot of the Cessna 305 (vintage military L-19), N5255G, reported he landed on the left side of runway 31 due to a glider on the right side of the runway. During the landing roll, at an approximate speed of 20 miles per hour (mph), the airplane was within 200 feet of the glider the pilot "began a slight turn to the right to position the tow plane in front of the glider." The pilot stated that as he "applied left rudder to adjust the turn radius, there was little or no response." Subsequently, the airplane veered to the left and to the right and collided with the glider.

Examination of the Cessna 305 revealed that the left main landing strut fractured due to fatigue, causing the main wheel assembly to separate from the steel landing gear strut. Damage to fuselage and wings of the Cessna was minor.

Examination of the glider revealed structural damage to the left wing and left aileron.

On June 23, 2004, about 1645 Pacific daylight time, a Schweizer 1-35, N2874H, landed short of the runway at the Air Sailing Gliderport, Sparks, Nevada. The pilot was operating the glider under the provisions of 14 CFR Part 91. The airline transport pilot, the sole occupant, was not injured; the airplane sustained substantial damage. The local personal flight originated from Sparks about 1420. Visual meteorological conditions prevailed, and a flight plan had not been filed.

In a written statement, the pilot reported that he was attempting to land on runway 35. With an indicated airspeed (IAS) of about 60 knots, the pilot entered the downwind leg of the traffic pattern about 600 feet above ground level (agl). While turning on base leg, he noticed a significant decrease in ground speed, which he attributed to being the result of a strong headwind. He noted the windsock, located on the north end of the field, indicated calm wind conditions.

The pilot further noted that just before turning onto final approach, about 400 feet agl, the glider experienced an increase in sink rate and a decrease in airspeed (about 5 to 10 knots IAS). He lowered the nose in an effort to increase the airspeed and counteract the sink, but the glider continued toward the ground. Just before impacting the ground in a nose low attitude, the pilot pulled back on the stick in an effort to pitch the nose up and cushion the impact. The glider collided with terrain in a flat attitude. As a result of the impact, the glider's canopy shattered, a wing bent, and the fuselage was damaged. The pilot reported no preimpact mechanical malfunctions of failures with the aircraft.

HISTORY OF FLIGHT

On June 20, 2004, about 1748 Pacific daylight time, a TeST TST-10 M glider, N410JP, impacted terrain and was destroyed while maneuvering for landing at Bergseth Field Airport near Enumclaw, Washington. The self-launching, single-seat sailplane was registered to the pilot and was being operated as a visual flight rules (VFR) flight under the provisions of 14 CFR, Part 91 when the accident occurred. Visual meteorological condition prevailed at the time of the accident and no flight plan was filed for the local flight. The private pilot/registered owner was fatally injured in the accident. The flight originated from Bergseth Field approximately 3 hours and 10 minutes prior to the accident.

The accident aircraft departed Bergseth under power at 1430. About 1740 witnesses observed the aircraft enter a downwind for landing to the east (runway 10). A witness reported that the pilot's downwind leg appeared normal, however, the base leg to final turn was close to the runway end resulting in a higher than normal glide path to final. Shortly after crossing the landing threshold, the glider pitched up in conjunction with the speed brakes retracting and the pilot initiated a turn to the right (south). The pilot rolled to a wings level attitude momentarily before entering a turn to the left. As the aircraft turned to the left, it pitched to a nose-low attitude and impacted terrain.

The accident flight was the pilot's first solo landing approach at Bergseth in the TeST TST-10 M.

On the morning of June 20, the accident pilot participated in an orientation flight with a local instructor pilot in a Blanik L13 2-place glider. Flight records indicated the duration of flight was approximately 17 minutes. In a written statement, submitted after the accident, the instructor pilot stated the accident pilot's skill level was "very high" and he exercised good judgment during the orientation flight.

PILOT INFORMATION

A review of Federal Aviation Administration (FAA) airman records revealed the pilot held a private pilot certificate with a glider rating. The certificate was issued on March 25, 2000.

No personal flight records were located for the pilot and the aeronautical experience listed in this report was obtained from a review of the Washington State pilot registration records. The records indicated the pilot's total flight experience, as of August 2003, was 104 hours. The pilot completed a flight review on February 7, 2004.

AIRCRAFT INFORMATION

The accident aircraft, a TEST TST-10 M (serial number 10010503), was manufactured in the Czech Republic and imported to the United States. The self-launching, single-place sailplane was issued a FAA experimental exhibition airworthiness certificate on March 6, 2004. The sailplane was equipped with a Rotax 447, two cylinder, 2-stroke retractable engine.

The sailplane was equipped with a Junkers Magnum ballistic parachute system.

AIRPORT INFORMATION

Bergseth Field (WN76) is a privately owned airport located 4 miles northeast of Enumclaw, Washington. The airport elevation is approximately 1,100 feet above sea level. The airport has a single turf runway (10/28), which is 2,100 feet long and 60 feet wide.

Trees and rising terrain border the airport to the east.

WRECKAGE AND IMPACT INFORMATION

Personnel from the National Transportation Safety Board accessed the wreckage site on the afternoon of June 20, 2004.

The wreckage was located on the southwest side of the airport at 47 degrees 14.55 minutes' north latitude and 121 degrees 55.41 minutes' west longitude. The elevation of the wreckage site was approximately 1,100 feet above sea level. The wreckage came to rest in an open field south of the landing runway.

A large divot type ground scar was noted approximately 3 feet southwest of the main wreckage. The ground scar was approximately 2 feet in length and similar in shape to the nose section of the aircraft.

The wreckage was oriented on a southwesterly heading resting in the upright position. The forward section of the aircraft, to include the cockpit canopy, instrument panel, cockpit controls and pilot seat, sustained extensive impact related damage.

Ground impact type damage was noted to the leading edge of the right wing just inboard of the winglet. Impact related damage was also noted to the right aileron, however it remained attached to the wing assembly. The right wing speed brake was intact and observed in the partially extended position.

The right wing was intact and remained attached to the fuselage. Minimal damage was noted to the aileron assembly, speed brake assembly and winglet. The speed brake was observed in the fully extended position.

The Rotax engine was observed in the retracted position. Impact related damage was observed to the engine doors, pylon and mounting assemblies. The two bladed wooden propeller remained attach to the hub assembly and was rotated to the stowed position. Tip damage was observed to blade "A". No damage was noted to blade "B".

The empennage was buckled behind the wing assembly (just aft of the engine compartment) and was bent upward approximately 35 degrees. The T-Tail assembly had separated from the empennage tube, but was still attached to the control linkage. All fixed and moveable flight control surfaces remained attached in their respective positions.

The ballistic parachute was located in the installed position behind the pilot seat. The activation T-handle was intact and unlocked. Control cable continuity was established between the activation T-handle and parachute assembly.

Continuity was established for the flight controls and cockpit controls.

All aircraft components were located in the immediate area of the main wreckage.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was conducted by the King County Medical Examiner's Office on June 21. According to the autopsy report, the pilot's cause of death was attributed to multiple blunt force injuries of the head, trunk and extremities. The manner of death was listed as accidental.

The FAA Civil Aeromedical Institute (CAMI), Oklahoma City, Oklahoma, performed toxicological testing of specimens of the pilot. According to the postmortem toxicology report, results were negative for carbon monoxide, cyanide, and ethanol, however the report contained the following positive results: Chlorpheniramine was detected in the liver and urine; Tetrahydrocannabinol (Marihuana) was detected in the blood; Tetrahydrocannabinol Carboxylic Acid (Marihuana) was detected in the liver and blood.

Refer to the attached toxicology report for specific values.

ADDITIONAL DATA AND INFORMATION

On June 22, 2004, the airplane wreckage and associated components were released to PAC Northwest, Redmond, Washington.

On June 16, 2004, at 1720 eastern daylight time (EDT), a Schleicher ASK-21, N21VT, was substantially damaged during an off airport landing in Warren, Vermont. The two certificated private pilots received minor injuries. Visual meteorological conditions prevailed and no flight plan was filed for the instructional flight conducted under 14 CFR Part 91.

According to the pilot-in-command, the purpose of the flight was to practice cross-country gliding techniques. The pilots departed from the Warren-Sugarbush Airport (0B7), Warren, Vermont, flew about 40 miles to the north, then 20 miles to the southeast, and finally 25 miles to the southwest to return to the airport. The lift was both thermal and ridge lift, with the glider experiencing an average maximum height of 2,800 feet above the ground. About 1700 EDT, as the pilots were returning to the airport, the wind "went southwest at 5 knots," decreasing the available lift. Approximately 4 miles from the airport, it became apparent that they would not make it to the airport, and they chose a field to land in. While on approach to the field, the pilots increased the pitch of the glider to clear a tree, and the glider stalled and "mushed" to the ground.

The winds reported at the Edward F Knapp State Airport (MPV), Montpelier, Vermont, at 1651, were from 330 degrees at 7 knots.

On June13, 2004, at 1604 mountain standard time, a Piper PA-25-235, N4602Y, impacted terrain after takeoff from the Pleasant Valley Airport, Peoria, Arizona. The commercial pilot, the sole occupant, sustained fatal injuries; the airplane was substantially damaged. Turf Soaring School was operating the airplane as a towing flight under the provisions of 14 CFR Part 91. Visual meteorological conditions prevailed, and a flight plan had not been filed. The local flight was departing at the time of the accident.

According to the Federal Aviation Administration (FAA) inspector who responded to the accident site, the accident airplane was towing a glider during takeoff. The glider pilot reported that shortly after liftoff the accident airplane pitched nose high. The glider pilot attempted to stay with the tow airplane, but was unable and slack developed in the tow rope. The tow rope then became taught again, so the glider pilot released.

According to witnesses, the tow airplane was pitched up in a nose high pitch attitude. The wings wobbled and the airplane "stalled and spun to the right." Some witnesses reported observing the tow airplane make two turns in the spin before impacting the ground in a nose low pitch attitude. The glider pilot successfully landed the glider on airport property.

The FAA inspector examined the airplane and was able to verify flight control continuity from the flight control surfaces to the cockpit area. The control yoke broke and was deflected to the right.

On June 3, 2004, at 1555 mountain daylight time, a LET Blanik L-13, N99860, operated by Durango Soaring Club, was substantially damaged when it impacted terrain during a landing at Val-Air Airport (CD82), Durango, Colorado. The commercial pilot was seriously injured and his passenger received minor injuries. Visual meteorological conditions prevailed. No flight plan had been filed for the local scenic flight being conducted under the provisions of Title 14 CFR Part 91. The flight had departed at 1518.

According to the passenger's statement, the flight was uneventful. As the flight approached the airport, the pilot told the passenger that "he likes to come in down to the landing strip and then take off again." They flew over the field to observe the winds. They were calm. According to the pilot's statement, he decided to "fly a low approach over the field and turn around and land." During the pull-up from the low approach, the pilot expected to gain at least "300 feet"; however, he only gained 100 feet. At this point, the glider was over the river with trees ahead and elected to maneuver back to the field. During the turn back to the runway, the right wing impacted the ground and the airplane cartwheeled. A post-accident examination revealed that the outboard portion of the right wing was bent up approximately 15 degrees, the fuselage nose was fractured, and the empennage bent.

On June 2, 2004, at 1017 eastern daylight time, a Cessna 182C, N8681T, was destroyed when it impacted a gravel quarry after departure from the Kutztown Airport (N31), Kutztown, Pennsylvania. The certified commercial pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the local glider towing flight conducted under 14 CFR Part 91.

According to the student glider pilot, who was being towed by the accident airplane, it was his third tow of the day. He stated they departed from runway 17 at Kutztown, and performed a 45-degree left turn simultaneously, to avoid a high mound of dirt off the departure end of the runway. About 30 feet above the ground, the student pilot noticed that the tow rope had "some slack" in it. In an attempt to make the rope more taught, he made a slight right rudder correction and slight aft movement of the control stick. The student pilot noticed that the tow plane did not appear to be climbing well, and the tow rope "went slack" again at 150-200 feet above the ground. The glider pilot then decided to release from the tow plane, and he made a turn back to the airport. During the turn, he observed the airplane drop the left wing slightly, and then begin a turn to the right. The airplane then impacted a quarry, and a post-crash fire ensued.

The student pilot added that during a previous flight with the tow pilot, the airplane began to descend, when the pilot failed to realize that the throttle was retarded during a climb.

The accident site was located about 1/2 mile from the departure end of runway 17. The wreckage was examined at the accident site on June 2-3, 2004, and all components of the airplane were accounted for at the scene. The wreckage path measured 353 feet from the initial impact point, to the main wreckage, and was oriented on an approximate heading of 180 degrees.

The initial impact point was a 50-foot tall tree at the northern edge of the quarry. The airplane's tow rope was located at the top of the tree, and several tree branches were located near the base of the tree. The tree branches were cut at an approximate 45-degree angle.

The second impact point was a 35-foot light pole about 60 feet beyond the initial impact point, and slightly to the left of the wreckage path. The left landing gear assembly, and the power supply box from the light pole, were located near the base of the pole. An impression was noted on the tire which was identical to shape of the power supply box.

The main wreckage impacted a conveyer belt, inverted, and sustained severe post-crash fire damage. Both wings were draped over the conveyer belt, and the exposed fuselage was oriented on the upward surface of the conveyer belt. Both wing fuel tanks were ruptured, and examination of the fuel selector revealed it was in the 'both' position. All flight control surfaces remained attached to their respective attachment points, and flight control continuity was confirmed from the cockpit to all flight control surfaces. Examination of the flap handle and flap surfaces revealed the flaps were in the retracted position. A measurement of the horizontal stabilizer trim revealed it was set near the takeoff position. Examination of the tow hook on the underside of the empennage section revealed it was in the open position.

The engine was located under the inverted left wing. Both propeller blades had separated from the propeller hub; one blade was located under the left wing, and one blade was located about 5 feet in front of the engine, along the wreckage path. The tip of one blade was separated, and a 2-inch deep leading edge cut was noted on the other blade, about 28 inches from the blade root.

The pilot held a commercial pilot certificate with ratings for airplane single-engine land, and instrument airplane. He was also a certified flight instructor. His most recent Federal Aviation Administration (FAA) second class medical certificate was issued on September 11, 2003. At that time, the pilot reported 625 hours of total flight experience.

According to the owner of the Kutztown Airport, the pilot had been employed there for about one year. He had performed approximately 70 tows during that time.

Examination of airport fueling records revealed the airplane was last fueled on May 30, 2004, with 31.1 gallons of fuel. The airport owner stated the airplane did not fly until the day of the accident, since it had been refueled.

A review of the airplane and engine logbooks revealed the last annual inspection was performed on November 14, 2004, with no anomalies noted.

The reported weather at the Lehigh Valley International Airport (ABE), Allentown, Pennsylvania, about 18 miles northeast of the accident site, at 0951, included wind from 250 degrees at 10 knots, 10 miles visibility, clear skies, temperature 70 degrees Fahrenheit, dew point 55 degrees Fahrenheit, and barometric pressure of 29.82 inches Hg.

On May 29, 2004, approximately 1400 central daylight time, a Schreder HP-11A experimental homebuilt glider, sustained substantial damage following a hard landing at Lawrence Field Gliderport (4AR5), near Cherry Valley, Arkansas. The private pilot, sole occupant of the glider, was not injured. Visual meteorological conditions prevailed and a flight plan was not filed for the Title 14 Code of Federal Regulations Part 91 personal flight. The local flight departed at 1355.

The 200-hour glider pilot reported that he configured the airplane for landing with full flaps (90 degrees). While landing, the pilot stated that he flared "too high" and stalled the airplane. The airplane touched down on Runway 25, a grass strip runway, which was 3,900 feet long by 300 feet wide.

Examination of the wreckage by the pilot revealed structural damage to the airframe and landing gear attachment points, a cracked canopy, and structural damage to the left wing.

The automated surface observing station at Jonesboro Municipal Airport (JBR), located 28 nautical miles north of the accident site, at 1353 reported winds from 170 degrees at 10 knots, clouds scattered at 3,400 feet, temperature 28 degrees Celsius, dew point 22 degrees Celsius, and an altimeter setting of 29.81 inches of Mercury.

On May 28, 2004, about 0653 central daylight time, a Caproni Vizzola A-21, N40171, registered to and operated by Mississippi State University, made an off airport landing incurring substantial damage near Starkville, Mississippi, while on a Title 14 CFR Part 91 public-use flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight. The commercial-rated pilot, the sole occupant, was not injured. The glider had been towed aloft from George M. Bryan Field, Starkville, Mississippi at about 0609 earlier that day.

The pilot stated when he first checked the weather at 0515 that morning, the visibility was reported as greater than 10 miles with scattered cloud layers at 6,500 feet and 7,500 feet and an overcast cloud layer at 8,500 feet. The pilot checked the weather again at 0545, at which time scattered layers were reported at 6,500 feet and 8,000 feet. The pilot stated that prior to the flight he was concerned with the possibility of a low cloud deck forming, but due to the four to five degree Fahrenheit temperature/dew point spread and a gentle wind he decided to go ahead with the flight, while monitoring the improving weather conditions. The tow to 12,000 feet pressure altitude was normal with improving weather conditions. He stated that his tow plane pilot remarked that there was a scattered layer forming to the east and north of the airport. The pilot continued the flight until he noticed the scattered layer was getting thicker and elected to return to the airport and land. When he realized the scattered layer was beginning to form over the airport, he began a maximum rate descent. During his descent he made two radio calls to the test engineer monitoring the flight from the airport control tower to get an AWOS readout. The test engineer reported to the pilot that the scattered layer forming over the airport had a base of 1,100 feet. The pilot reported the cloud tops to be at 3,000 feet. Upon reaching 3,000 feet he could still see the airport but had to circle to the left to lose altitude. As he approached the top of the scattered layer, the glider's canopy fogged completely over almost instantly. The pilot's only view outside the glider was through a two inch by two inch vent window. After descending through the scattered layer, at an altitude of 1,100 feet, he saw that the airport was one mile north and set the GPS for "Direct To" the airport. At 700 feet AGL he realized he was not going to make the airport and began looking for a place to land. He saw an open field which he began to circle in order to keep it in sight. He lined up for the field, slowed to just above stall speed, and maintained approximately 42 knots until touchdown. The glider touched down wings level and rolled out about 40 feet before hitting several tree stumps. The pilot did not report any mechanical failures or malfunctions to the glider or any of its systems prior to the accident.

At the time of departure the weather from a weather reporting station approximately 13 miles from the departure airport was reported to be winds from 230 at 3 knots, visibility 10 miles, scattered clouds at 1,700 feet, broken clouds at 2,900 feet, broken clouds at 4,800 feet, temperature 23 degrees Celsius and dew point 21 degrees Celsius. A weather observation taken at the time of the accident from the same weather reporting station was reported to be winds calm, visibility 10 miles, a broken cloud layer at 1,500 feet, a temperature of 23 degrees Celsius and a dew point of 21 degrees Celsius.

On Monday, May 24, 2004, approximately 1500 Pacific daylight time, a Start and Flug H-101 Salto glider, N101Q, impacted the terrain during an attempted forced landing about three miles north of Hobby Field, Creswell, Oregon. The commercial pilot, who was the sole occupant, and who holds a private pilot glider rating, received serious injuries, and the aircraft, which is owned and operated by Wingover Aerobatics, sustained substantial damage. The 14 CFR Part 91 personal proficiency flight, which departed Hobby Field about one hour earlier, was being operated in visual meteorological conditions. No flight plan had been filed.

According to the pilot, the glider was released from the tow plane about 10 miles north of Hobby Field, approximately 7,000 feet above the ground (agl). After release, the pilot attempted to find areas of lift around the Coburg Hills, and then she started back toward Hobby Field, with the intention of being at least 3,000 feet agl when she arrived at the northern edge of Springfield, Oregon (about seven miles north of Hobby Field). But, as the pilot flew south toward Springfield, she encountered a considerable amount of descending air, and the aircraft was down to about 2,400 feet agl when it arrived over the northern portion of Springfield. The pilot then continued to the south, and attempted to find ascending air around Pisgah Mountain, but was unable to do so. She then proceeded further south to Short Mountain (about one mile east of the accident site), and again tried to locate an ascending air mass, but was again unsuccessful. Soon thereafter she decided that she should discontinue her attempt to continue to Hobby Field, and instead set up for a landing in a nearby open field. The field she chose was about three miles north of Hobby Field, and covered with very tall grass/grain. As she approached the field from the north, she realized that the aircraft's ground speed was higher than it would normally be during an approach for landing because it was at that time experiencing a tailwind of 10 or more knots. She therefore decided to attempt to turn back into the wind prior to touching down in the field. According to two witnesses, during that turn the aircraft's left wing caught in the tall grass, and the aircraft did a one-quarter cartwheel into the terrain. According to these same witnesses, the aircraft was about 50 to 60 feet above ground, and going very slowly, when the aircraft started to bank. Although the pilot intended to use approximately 30 degrees of bank during the turn, both witnesses reported that the aircraft reached a "very steep" bank angle before it started to sink, and ultimately became entangled in the grass. Both witnesses reported that there was a significant wind blowing from the north at the time of the accident.

On May 23, 2004, about 1905 Pacific daylight time, a Let Blanik L-13 glider, N53AS, landed long and collided with terrain and high vegetation at the Air Sailing Gliderport, Sparks, Nevada. Northern California Soaring Association was operating the glider under the provisions of 14 CFR Part 91. The student pilot, the sole occupant, was not injured; the glider sustained substantial damage. The local instructional flight originated Sparks about 1635. Day visual meteorological conditions prevailed, and a flight plan had not been filed.

In a written statement, the pilot reported that he was attempting to land on runway 03. While on the downwind leg of the left traffic pattern, he noted that he was close to the runway. During his left turn to base leg, he realized he had become so close to the runway that he had to immediately make his turn to final approach. The glider was above the glide slope, and the pilot elected to deploy full spoilers and configure the glider in a forward slip. Despite his efforts to reduce altitude and airspeed, the pilot could not make the runway, and the glider collided with sagebrush located past the end of the runway. The glider incurred damage to the horizontal stabilizer, right elevator, and tail cone assembly.

The pilot thought the accident could have been prevented if he had established the glider on the downwind leg. He further added that, while on base leg, he could have maneuvered the glider in abbreviated figure eights, in an effort to reduce altitude. The pilot reported no preimpact mechanical malfunctions or failures with the aircraft.

On May 22, 2004, at 1641 eastern daylight time, a homebuilt Scimitar, N12PX, was destroyed when it impacted a tree in mountainous terrain near Alexandria, Pennsylvania. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the flight, which departed Mifflin County Airport (RVL), Reedsville, Pennsylvania, about 1425. The soaring competition flight was conducted under 14 CFR Part 91.

According to a representative of the Soaring Society of America, the accident pilot was participating in the 15 Meter Nationals competition. The competition consisted of a "Modified Assigned Task" (MAT), with a 2.5-hour aloft minimum, which began with a tow up to about 2,000 feet msl. The glider had a flight data recorder onboard, which was subsequently forwarded to the Safety Board for download. Preliminary download information revealed that the pilot began his MAT start at 1519.

The wreckage was located about 1,750 feet of elevation, on the southeast side of the canyon formed between the ridgelines, about 290 degrees, 1/2 statute mile from the 2,350 foot peak of Tussey Mountain. According to a Federal Aviation Administration (FAA) inspector, the majority of the wreckage was located in a "v" of a tree, and all flight control surfaces were accounted for at the accident scene.

Weather, reported at an airport about 15 miles to the southwest, about the time of the accident, included winds from 280 degrees true at 12 knots, 10 miles visibility, a few clouds at 6,000 feet, temperature 81 degrees F, dew point 64 degrees F, and a pressure of 29.91 inches of mercury.

On May 8, 2004, at 1600 Pacific daylight time, a Schleicher ASW-20, N126PS, collided with terrain during takeoff at Air Sailing Gliderport, which was 21 miles north of Reno, Nevada. The private pilot/owner was operating the glider on a local flight under the provisions of 14 CFR Part 91. The pilot was fatally injured, and the glider was destroyed. Visual meteorological conditions prevailed, and no flight plan had been filed.

Witnesses reported that the tow line that attached the glider to the tow plane separated just after takeoff, about 300 feet above ground level (agl). The glider attempted to return to the runway, but entered a steep dive and impacted the ground. A Federal Aviation Administration inspector examined the wreckage, and reported that all of the control linkages appeared to be connected. Witnesses told him that the pilot and an assistant performed control checks on the gilder prior to the flight.

On Sunday, May 2, 2004, approximately 1600 Pacific daylight time, a SZD Jantar 42-1 glider, N272AS, collided with young trees during a forced landing about six miles southeast of Wamic, Oregon. The commercial pilot, who was the sole occupant of the aircraft, was not injured, but the aircraft, which is owned and operated by the pilot, sustained substantial damage. The 14 CFR Part 91 personal pleasure flight, which departed Hood River, Oregon, about three hours earlier, was being operated in visual meteorological conditions. No flight plan had been filed.

According to the pilot, he was beginning to work his way north toward Hood River for landing, when he encountered an area where there was not sufficient lift to keep the glider at an altitude that would allow him to continue along his intended route. As the glider descended, the pilot headed toward an area where he knew there was a small airstrip that he would be able to land on. Once the aircraft descended to a height of about 300 feet above the ground, the pilot realized that he could not safely continue en route, so he made the decision that he should commit to the best nearby landing area he could find. Since he was at that time over terrain that was almost completely covered by trees, he selected an area of young/small trees, and flew the glider onto them at a very slow airspeed in an attempt to execute a controlled crash landing. After impacting the trees, the glider slid to the ground, and the pilot exited in a normal manner.

On April 4, 2004, about 1600 central daylight time, a Schweizer SGS 2-33A glider, N17882, operated by the Civil Air Patrol, piloted by a certified flight instructor (CFI), sustained substantial damage during an off-field landing near Lake Village Indiana. The flight was operated under 14 CFR Part 91. No flight plan was on file. Visual meteorological conditions prevailed at the time of the accident. The CFI and student pilot sustained no injuries. The local flight originated from Lake Village Airport (C98), near Lake Village, Indiana, about 1555.

The CFI stated:
Shortly before 1600 CDT we departed Lake village Airport for a
fourth flight. The takeoff and tow were routine. Approaching for
another downwind landing, I observed that we were too low for a
normal pattern. I cut the corner and flew over a line of trees and
on the downwind side of the trees we encountered significant sink
and landed in a soft sandy field. Upon landing we bounced hard
and dug the right wingtip into the ground breaking many rivets
and bending the wing aft.

The student pilot stated:
Forecast surface wind was 10 to 12 from N-NW. Actual seemed to be
about 15. We had several tow pilots and tow pilot trainees along with
glider pilots. Around 1430 hours I was taking instruction from [the CFI]
in a glider. We had taken 3 glider rides together earlier in the day.
All flights were to about 1000 AGL. ... On the fourth flight we were
about 2 or 3 miles north east of the airport (C98). This was the same
general area we were in the previous three flights. We performed one
steep turn and one slow flight maneuver. We then started back to the
airport for a landing. Our altitude seemed to be about the same as
earlier flights. About 1-1/2 miles from the airport there is a tree lining
running east and west that almost meets a forest that borders the north
end of the airport. Just before we reached the east/west tree line we
experienced a "sink" as if we went through a down draft. [The CFI] stated
"looks like we may need to make an off field landing[.]" He maneuvered
the glider past the trees to an open field. He landed the aircraft in the field.
The ground had been plowed and was soft. The nose skid dug into the
soft ground causing the aircraft to turn left dipping the right wing into the
ground where we came to rest. There was damage to the right wing.
[The CFI] did a good job of maneuvering the aircraft to avoid trees and
obstacles.

At 1604, the recorded weather at the Greater Kankakee Airport, Kankakee, Illinois, located approximately 18 nautical miles west of the accident, was: Wind 330 degrees at 11 knots gusting to 18 knots; visibility 10 statute miles; sky condition clear; temperature 10 degrees C; dew point -3 degrees C; altimeter 30.10 inches of mercury.

The CFI reported no mechanical malfunctions in reference to the glider. The pilot stated, "The only recommendation would be during training and flight reviews to increase emphasis on keeping very close to the airport when at low altitudes."

On April 4, 2004, approximately 1400 central daylight time, a PDPS PZL-Bielsko SZD-50-3 glider, N18SZ, was substantially damaged upon impact with terrain following a loss of control during a forced landing near the Lawrence Field Gliderport (4AR5), near Cherry Valley, Arkansas. The private pilot, who was the sole occupant, sustained serious injuries. The glider was registered to and operated by the Memphis Soaring Society, Inc., of Memphis, Tennessee. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The local soaring flight departed the Lawrence Field Gliderport approximately 1330.

According to the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2), the pilot was towed by an airplane to approximately 3,000 feet above ground level (agl) and released. After attempting to soar and unable to find lift, the pilot returned to the gliderport. While on downwind to the gliderport, the pilot noticed another glider and tow airplane on the runway. The pilot elected to extend the downwind leg to allow the tow airplane and glider to depart the gliderport. After turning to final approach to runway 7, the glider encountered an unexpected headwind. During the final approach, the pilot noticed a row of trees in front of the glider that he thought he would not be able to clear. The pilot turned the glider to the right and initiated a landing to an adjacent field. During the attempted landing, "[The pilot] allowed the airspeed to get too slow. At an altitude of about 30 feet agl, the glider stalled, spun to the right, and crashed into the field..."

Examination of glider by a Federal Aviation Administration inspector revealed the nose structure was destroyed, the left wing spar was fractured, and the empennage was buckled.

At 1353, the Jonesboro Municipal Airport, Jonesboro, Arkansas, automated surface observing system, located approximately 25 miles north of the accident site, report the wind from 010 degrees at 5 knots, gusting to 17 knots, 10 statute miles visibility, temperature 61 degrees Fahrenheit, dew point 31 degrees Fahrenheit, and an altimeter setting of 30.16 inches of Mercury.

HISTORY OF FLIGHT

On April 1, 2004, about 1700 Pacific standard time, a Glasflugel STD Libelle 201B, N161D, and a Glaser-Dirks DG-400, N400WJ, experienced a mid-air collision while maneuvering over mountainous terrain located about three nautical miles south of Oso, Washington. Visual meteorological conditions prevailed at the time and no flight plan was filed by the pilot of either glider. The pilot of the Glasflugel received minor injuries while the pilot of the Glaser-Dirks was fatally injured. The pilot of the Glasflugel reported that he departed from Arlington Municipal Airport, Arlington, Washington, about 1130, while the pilot of the Glaser-Dirks departed from the same airport about 1600.

When neither glider returned to the airport, a member of the glider club contacted Washington State Department of Transportation Search and Rescue at 2020 and a search was initiated. On April 2, 2004, about 0100, the pilot of the Glasflugel, who had walked out of the mountains, was able to call 911 to report the accident. With the aid of the pilot of the Glasflugel, the wreckage of both gliders were located on Mount Wheeler by 1020 that same day.

The pilot of the Glasflugel reported that he met up with the pilot of the Glaser-Dirks near Boulder Ridge and they flew back to the bowl of White Chuck and Three Fingers Mountain. The two gliders found a thermal and circled to altitude to glide to Wheeler Mountain. Both pilots were in radio contact. The pilot reported that the ridge line they were following runs predominantly in a north-south direction. Both gliders were running in a single-file line, about 1,000 feet above ground level (4,500 feet mean sea level) with the Glaser-Dirks in the lead by about 1,000 feet and at the same altitude. The pilot of the Glaser-Dirks then made a turn to the west (left). The pilot of the Glasflugel recalls that he noted that the Glaser-Dirks was at about his 10:00 position when he encountered turbulence and he looked down to check his airspeed. When he looked back up, he lost sight of the Glaser-Dirks and assumed that he had rolled out to run the ridge to the south. The pilot of the Glasflugel continued to the north. About 20 seconds after last seeing the Glaser-Dirks, the pilot of the Glasflugel heard the pilot of the Glaser-Dirks transmit over the radio, "Paul, Watch Out/It". The pilot looked around to his left and spotted the Glaser-Dirks about 80 feet away at his 8:00 position and converging with "the fuselage appearing to be just below me and his right wingtip just above." The pilot reported that the other glider appeared to be traveling slightly faster and in an increasing bank that appeared to be about 50 degrees just prior to impact. The pilot of the Glasflugel stated that, "As soon as I saw him my immediate reaction was a roll to the right and while doing so I watched as his fuselage turned to an almost parallel axis with my glider yet continue to close." The Glasflugel rolled away from the other glider in about a 30 to 40 degrees bank angle. At this time the pilot stated "...my left wingtip appeared very close to the underside of his right wing several feet inboard of the wingtip."

The pilot stated that he heard the impact and then the next thing he recalls is hearing the wind and feeling it on his face, realizing that the glider was going towards the ground and that the canopy had separated. The pilot did not try to regain control of his glider and released his harness and rolled out onto the left wing to deploy his parachute. The parachute opened just seconds prior to ground impact.

PERSONNEL INFORMATION

The pilot of the Glasflugel held a private pilot certificate for glider operations. At the time of the accident, the pilot reported that he had accumulated a total flight time of 72 hours, with 13 hours in the make and model glider involved in the accident. The pilot held a Class II Federal Aviation Administration (FAA) issued medical certificate dated October 23, 2003.

The pilot of the Glaser-Dirks held a private pilot certificate for glider operations. The pilot's flight logbook indicated a total flight time in all aircraft of 204 hours with a total flight time of 148 hours in gliders. The pilot's last FAA medical examination was dated October 2, 2002. A class III FAA certificate was issued at this time.

WRECKAGE AND IMPACT INFORMATION

Both gliders were located about 300 to 350 feet apart in mountainous terrain at 48 degrees 14.26' North latitude, 121 degrees 54.94' West longitude. The terrain elevation was approximately 3,000 feet mean sea level. The Glasflugel remained intact. The pilot's parachute was located a short distance away.

The wreckage of the Glaser-Dirks was located south of the Glasflugel. The main wreckage consisted of the fuselage and the left wing which remained partially attached. The left wing tip extension section separated and was located about 12 feet uphill (easterly) from the main wreckage. The empennage was deformed to the side. The rudder had separated at the hinges. The right wing separated from the fuselage at the wing root. The right wing inboard about 13 feet 5 inch section was located 50 to 60 feet downhill (westerly) of the main wreckage. The outboard about 10 feet four inch section was located about 25 feet southwesterly from the main wreckage. The right wing tip extension section was located about 200 feet (southerly) from the main wreckage.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot of the Glaser-Dirks by the Snohomish County Medical Examiners Office. The Medical Examiner reported the pilot's cause of death as "...massive blunt force injuries of the head and trunk with multiple skeletal fractures."

Toxicological samples were sent to the Federal Aviation Administration Civil Aeromedical Institute for analysis. The results of the analysis were negative.

ADDITIONAL DATA/INFORMATION

The wreckage of both gliders was recovered by personnel from AvTech Services and transported to a secured facility in Maple Valley, Washington.

On April 13, 2004, investigators from the National Transportation Safety Board and the Federal Aviation Administration inspected both gliders. The right wing of the Glaser-Dirks was reconstructed. The wing had separated from the fuselage at the wing root and was in three major pieces. Sections of the flap and aileron had separated at the hinges. The inboard wing section measured approximately 13 feet five inches. The outboard section of the wing measured approximately 10 feet four inches. The remaining section of the wing was the insertable wing tip extension which separated at the attach point. The area of separation between the inboard wing section and the outboard wing section was heavily fragmented. Some of the carbonfibre material was not present. No impact signatures were noted to the skin surface inboard or outboard of the wing separation point of the inboard and outboard sections.

The left wing of the Glasflugel remained in one piece with some ground impact damage noted about mid-span. The left side outboard wing tip was damaged and the material fragmented to about two feet inboard. The right wing remained in one piece with wingtip damage noted due to ground impact. The fuselage remained in one piece, however, cracks in the fuselage material were noted aft of the cabin area. The canopy was separated.

The wreckages for both gliders were released to their respective owner's representatives on April 15, 2004.