
NTSB SUMMARIES - 2002
2004 NTSB Accident reports
NTSB Identification: ATL05LA026
14 CFR Part 91: General Aviation
Accident occurred Thursday, November 18, 2004 in Dunlap, TN
Aircraft: Unknown Unknown, registration: NONE
Injuries: 2 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On November 18, 2004, about 1800 eastern standard time, an unregistered unknown
experimental airplane, operated by the private-rated glider pilot, collided
with the ground under unknown circumstances at a private airstrip in Dunlap, Tennessee.
The flight was operated under the provisions of Title 14 CFR Part 91 with no
flight plan filed. Visual meteorological conditions prevailed. The
private-rated glider pilot and the student-rated glider pilot received serious
injuries, and the airplane sustained substantial damage. The flight originated
at an undetermined time on November 18, 2004.
According to a Sequatchie County Sheriff's Department investigator, the
occupants of the airplane telephoned directly for emergency assistance at the
time of the accident and were transported via medical helicopter to a hospital.
No further circumstances of the accident are known.
Examination of the accident site revealed the airplane came to rest nose-down.
The nosewheel was separated, the tubular metal frame forward of the
side-by-side seats was separated, and the seats were resting on the ground
adjacent to a fresh crater in the soil. The airplane was configured with
tricycle landing gear, a fabric-covered high wing supported by tubular metal
struts, and a tubular metal empennage with fabric-covered tail surfaces. The
airplane was powered by rear-mounted Bombardier engine and propeller.
NTSB Identification: LAX05LA014
14 CFR Part 91: General Aviation
Accident occurred Saturday, October 23, 2004 in Minden, NV
Aircraft: AMS Flight Carat A, registration: N418AP
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 October 23, 2004, approximately 1240 Pacific daylight time, an AMS Flight
Carat A motorized glider, N418AP, broke apart in flight and impacted terrain
near Minden, Nevada. The pilot, the registered owner, operated the glider under
the provisions of 14 CFR Part 91. The airline transport pilot, the sole
occupant, was fatally injured; the glider was destroyed. Visual meteorological
conditions prevailed, and a flight plan had not been filed for the local
flight. The flight departed the Minden-Tahoe Airport approximately 1200.
According to Douglas County Sheriff's Office personnel, there were seven
witnesses to the accident. Three of the witnesses mentioned hearing an engine
rev up and down prior to hearing a loud bang. All of the witnesses heard a loud
bang. Four looked up and found an airplane falling out of the base of the
clouds. One of the witnesses estimated the cloud height to be approximately
5,000 feet. This same witness indicated that as the fuselage fell out of the
clouds, one of the wings remained attached until approximately 3,000 feet. All
of the witnesses described seeing debris flutter to the ground following the
impact of the fuselage.
A Federal Aviation Administration (FAA) inspector and personnel from the
sheriff's office recorded the following debris at the following locations
utilizing a global positioning system (GPS):
Main Fuselage 39 degrees 05.021 minutes north
119 degrees 45.012 minutes west
Left Inboard Wing 39 degrees 05.510 minutes north
119 degrees 44.903 minutes west
Left Outboard Wing 39 degrees 05.602 minutes north
119 degrees 44.802 minutes west
Right Inboard Wing 39 degrees 05.446 minutes north
119 degrees 44.931 minutes west
Right Outboard Wing 39 degrees 05.359 minutes north
119 degrees 45.011 minutes west
According to acquaintances of the pilot, he purchased the glider in August
2004, and accumulated approximately 85 hours of flight time in the accident
glider. The glider was not equipped with gyro instruments.
At 1153, the Lake Tahoe Airport (TVL) weather observation facility (located
approximately 12 miles southwest of the accident site) reported the wind from
170 degrees at 12 knots with gusts to 19 knots; visibility 10 statute miles in
light rain; broken clouds at 2,100 feet agl and overcast clouds at 2,500 feet agl;
temperature 4 degrees Celsius; dew point 2 degrees Celsius; and an altimeter
setting of 29.98 inches of mercury. The elevation of TVL is 6,264 feet msl, and
the accident site elevation was recorded at 4,635 feet msl. Mountain peaks
separate TVL from the accident site.
The glider wreckage was recovered to a secure location for further examination.
NTSB Identification: DFW05CA004
14 CFR Part 91: General Aviation
Accident occurred Friday, October 08, 2004 in El Paso, TX
Aircraft: Schweizer SGS 1-26E, registration: N17911
Injuries: 1 Serious.
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.
NTSB Identification: ATL04LA178
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 12, 2004 in LaGrange, GA
Aircraft: Schleicher K6-CR, registration: N23Z
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 September 12, 2004 at 1330 eastern daylight time, a Schleicher K6-CR glider,
N23Z, registered to and operated by a private pilot, collided with the ground
while turning from base leg to final approach for runway 13 at LaGrange Municipal
Airport in LaGrange, Georgia. The personal flight was operated under the
provisions of Title 14 CFR Part 91and visual flight rules. Visual
meteorological conditions prevailed and no flight plan was filed for the local
pleasure flight. The pilot received fatal injuries and the glider sustained
substantial damage. The flight originated in LaGrange, Georgia, on September 12, 2004, at 1230.
According to a witness, prior to the glider turning base leg, he noticed the
glider "zoom up" approximately 50 feet. The witness stated that it
was from this maneuver that the glider then made a left turn to the base leg.
The witness further stated that as the glider turned through 60 degrees of the
90-degree turn, the glider entered a left hand spin and subsequently collided
with the ground.
Examination of the accident site revealed that the glider came to rest in a
90-degree nose low attitude.
NTSB Identification: SEA04LA187.
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 11, 2004 in The Dalles, OR
Probable Cause Approval Date: 2/24/2005
Aircraft: WSK PZL Warzawa-Okecie PZL-104 Wilga 80, registration: N10RN
Injuries: 2 Minor.
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.
NTSB Identification: LAX04CA310.
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 02, 2004 in Maricopa, AZ
Probable Cause Approval Date: 10/28/2004
Aircraft: Schweizer SGS 2-33A, registration: N2873H
Injuries: 1 Serious.
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.
NTSB Identification: CHI04CA218.
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 08, 2004 in Frankfort, MI
Probable Cause Approval Date: 10/28/2004
Aircraft: Cessna 305A, registration: N54517
Injuries: 1 Uninjured.
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.
NTSB Identification: CHI04CA216.
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 08, 2004 in Hutchinson, KS
Probable Cause Approval Date: 10/28/2004
Aircraft: Glasflugel H301, registration: N25KD
Injuries: 1 Uninjured.
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.
NTSB Identification: NYC04LA182
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 31, 2004 in Windsor, VA
Aircraft: Schleicher ASW-27, registration: N127FP
Injuries: 1 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On 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.
NTSB Identification: CHI04CA200
14 CFR Part 91: General Aviation
Accident occurred Thursday, July 29, 2004 in Warrensburg, MO
Aircraft: Schweizer SGS 2-33, registration: N33950
Injuries: 2 Uninjured.
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.
NTSB Identification: LAX04CA270.
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 18, 2004 in Lone Pine, CA
Probable Cause Approval Date: 9/29/2004
Aircraft: PDPS PZL-BIELSKO SZD-50-3, registration: N19SZ
Injuries: 2 Uninjured.
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.
NTSB Identification: FTW04LA190.
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 17, 2004 in Caddo Mills, TX
Probable Cause Approval Date: 10/28/2004
Aircraft: Burkhart Grob G-103A Twin II Acro, registration: N858BG
Injuries: 2 Uninjured.
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.
NTSB Identification: LAX04CA246.
14 CFR Part 91: General Aviation
Accident occurred Wednesday, June 23, 2004 in Sparks, NV
Probable Cause Approval Date: 9/1/2004
Aircraft: Schweizer 1-35, registration: N2874H
Injuries: 1 Uninjured.
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.
NTSB Identification: SEA04FA111.
14 CFR Part 91: General Aviation
Accident occurred Sunday, June 20, 2004 in Enumclaw, WA
Aircraft: TeST TST-10 M, registration: N410JP
Injuries: 1 Fatal.
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.
NTSB Identification: NYC04LA141
14 CFR Part 91: General Aviation
Accident occurred Wednesday, June 16, 2004 in Warren, VT
Aircraft: Schleicher ASK-21, registration: N21VT
Injuries: 2 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 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.
NTSB Identification: LAX04LA240
14 CFR Part 91: General Aviation
Accident occurred Sunday, June 13, 2004 in Peoria, AZ
Aircraft: Piper PA-25-235, registration: N4602Y
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 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.
NTSB Identification: DEN04CA085.
14 CFR Part 91: General Aviation
Accident occurred Thursday, June 03, 2004 in Durango, CO
Probable Cause Approval Date: 9/1/2004
Aircraft: LET Blanik L-13, registration: N99860
Injuries: 1 Serious, 1 Minor.
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.
NTSB Identification: NYC04FA137
14 CFR Part 91: General Aviation
Accident occurred Wednesday, June 02, 2004 in Kutztown, PA
Aircraft: Cessna 182C, registration: N8681T
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 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.
NTSB Identification: FTW04LA155.
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 29, 2004 in Cherry Valley, AR
Probable Cause Approval Date: 9/1/2004
Aircraft: Schreder HP-11A, registration: N678P
Injuries: 1 Uninjured.
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.
NTSB Identification: MIA04CA090.
14 CFR Public Use
Accident occurred Friday, May 28, 2004 in Starkville, MS
Probable Cause Approval Date: 9/29/2004
Aircraft: Caproni Vizzola Cos. Aero. A-21, registration: N40171
Injuries: 1 Uninjured.
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.
NTSB Identification: SEA04LA092.
14 CFR Part 91: General Aviation
Accident occurred Monday, May 24, 2004 in Creswell, OR
Probable Cause Approval Date: 9/29/2004
Aircraft: Start & Flug H-101 Salto, registration: N101Q
Injuries: 1 Serious.
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.
NTSB Identification: LAX04CA220.
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 23, 2004 in Sparks, NV
Probable Cause Approval Date: 9/1/2004
Aircraft: LET Blanik L-13, registration: N53AS
Injuries: 1 Uninjured.
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.
NTSB Identification: IAD04LA022
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 22, 2004 in Alexandria, PA
Aircraft: Masak Scimitar, registration: N12PX
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On May 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.
NTSB Identification: LAX04LA203
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 08, 2004 in Reno, NV
Aircraft: Schleicher ASW-20, registration: N126PS
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On May 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.
NTSB Identification: SEA04LA079.
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 02, 2004 in Wamic, OR
Probable Cause Approval Date: 9/1/2004
Aircraft: SZD Jantar 42-1, registration: N272AS
Injuries: 1 Uninjured.
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.
NTSB Identification: CHI04CA102.
14 CFR Part 91: General Aviation
Accident occurred Sunday, April 04, 2004 in Lake Village, IN
Probable Cause Approval Date: 6/2/2004
Aircraft: Schweizer SGS 2-33A, registration: N17882
Injuries: 2 Uninjured.
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."
NTSB Identification: FTW04LA103.
14 CFR Part 91: General Aviation
Accident occurred Sunday, April 04, 2004 in Cherry Valley, AR
Probable Cause Approval Date: 7/29/2004
Aircraft: PDPS PZL-Bielsko SZD-50-3, registration: N18SZ
Injuries: 1 Serious.
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.
NTSB Identification: SEA04LA063B
14 CFR Part 91: General Aviation
Accident occurred Thursday, April 01, 2004 in Oso, WA
Probable Cause Approval Date: 9/29/2004
Aircraft: Glaser-Dirks DG-400, registration: N400WJ
Injuries: 1 Fatal, 1 Minor.
NTSB Identification: SEA04LA063A
14 CFR Part 91: General Aviation
Accident occurred Thursday, April 01, 2004 in Oso, WA
Probable Cause Approval Date: 9/29/2004
Aircraft: Glasflugel STD Libelle 201B, registration: N161D
Injuries: 1 Fatal, 1 Minor
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.
NTSB Identification: CHI04CA090.
14 CFR Part 91: General Aviation
Accident occurred Sunday, March 28, 2004 in Yoder, KS
Probable Cause Approval Date: 6/2/2004
Aircraft: Schleicher ASW-20, registration: N232EM
Injuries: 1 Uninjured.
On March 28, 2004, at 1520 central standard time, a Schleicher ASW-20
sailplane, N232EM, piloted by an airline transport pilot, sustained substantial
damage during an in-flight collision with the terrain following a loss of
elevator control on initial climb from Sunflower Aerodrome/Gliderport (SN76), Yoder,
Kansas. Visual meteorological conditions prevailed at the time of the
accident. The personal flight was operating under the provisions of 14 CFR Part
91 without a flight plan. The pilot was not injured. The local flight was
originating at the time of the accident.
According to the pilot, the accident occurred during his first soaring flight
of the year. The pilot reported he assembled the sailplane and checked
continuity of the flight control system during a "positive control
check... although a second person was not available to help." The pilot
stated that during initial climb while on aero-tow, he heard "a very loud
pop in the very back of the sailplane" which was followed by a loss of
pitch control. The pilot reported he immediately released from the towline and
the sailplane continued to climb to approximately 100 feet above ground level
where it began pitching down and descending. The pilot stated the glider
impacted approximately 30-35 degrees nose down in a recently plowed, muddy
field.
The pilot examined the elevator flight control system subsequent to the
accident. The pilot reported that the elevator's Louis L'Hotellier assembly was
found disengaged, which resulted in the loss of elevator control. The Louis L'Hotellier
fitting consists of a ball and swivel joint that connects the elevator control
rod to the control surface. The purpose of the fitting is to allow the quick
disassembly and reassembly of a sailplane.
The accident sailplane was manufactured in Germany during March of 1978 and
subsequently was imported into the United States. The Federal Aviation
Administration (FAA) certified the aircraft as an experimental category
sailplane. The FAA airworthiness certificate included specific operating
limitations; one of which was that the sailplane had to be maintained "in
accordance with the manufacturer's maintenance instructions."
During 1993, the German aviation regulatory agency (Luftfahrt-Bundesamt) issued
an airworthiness directive (AD) 1993-001 for Louis L'Hotellier ball and socket
connectors. The original AD was expanded and revised in 1993 and 1998. The AD
was issued in order to prevent the inadvertent disconnection of the Louis L'Hotellier
fitting, which could result in a loss of aircraft control. The AD requires a
safety pin to be placed though the locking plate. The pin prevents the locking
plate from backing out and thus allowing the socket to inadvertently disengage
from its corresponding ball.
On April 2, 1997, the FAA issued airworthiness directive (AD) 97-08-06 for
Louis L'Hotellier ball and socket connectors. The FAA subsequently revised the
AD and issued AD 97-08-06 R1 on August 1, 1997. The AD was issued in order to
"prevent the connectors from becoming inadvertently disconnected, which
could result in loss of control of the sailplane or glider." The AD
requires that either a safety pin or wire be placed through a hole in the
locking plate. The safety pin or wire prevents the locking plate from backing
out and thus allowing the socket to inadvertently disengage from its
corresponding ball. The AD further requires the installation of a placard that
states, "All L'Hotellier control system connectors must be secured with
safety wire, pins, or safety sleeves, as applicable, prior to operation."
The placard is to be installed within the "pilot's clear view." The
AD further states that the AD is not mandatory for gliders and sailplanes that
do not have US type certificates; however, the FAA "strongly recommends
compliance."
According to the pilot, he did not install a safety pin or wire on the elevator
Louis L'Hotellier fitting prior to the accident flight. Additionally, he
reported the sailplane was not equipped with the placard that was called for in
FAA AD 97-08-06 R1. The pilot also was the owner of the sailplane.
FAA regulation 14 CFR 91.7 states that no person may operate a civil aircraft
unless it is in an airworthy condition. The regulation further stipulates that
the pilot-in-command is responsible for determining whether an aircraft is in a
condition for safe flight.
According to the Soaring Flight Manual, published by the Soaring Society of
America, "A thorough preflight inspection should be given to the sailplane
after it is assembled. During this inspection, all fittings, attachments, and
safeties should be checked carefully. A positive control check should also be
performed to insure the controls are connected and travel freely in the proper
directions."
The manual reports the positive control check should be completed as follows:
(1) Hold the control stick firmly in the neutral position
(2) Have a ground crewman hold the control surfaces firmly as the pilot
attempts to move the control stick
The manual states that, "If the pilot is able to move the [control] stick
while the control surface is being held stationary, the controls are not hooked
up properly."