NTSB Identification: NYC08CA025.
Accident occurred Sunday, November 04, 2007 in Windham, NY
Probable Cause Approval Date: 12/20/2007
Aircraft: Burkhart Grob G 103 Twin II, registration: N46009
Injuries: 1 Serious, 1 Minor.
Both pilots were alternating flying duties in a Burkhart Grob G 103 Twin II glider. They had been soaring along a ridge for approximately 1 hour in non-turbulent wind. The rear seat pilot was flying on the upwind side of the ridge, about 500 feet above the summit, when a gust of wind suddenly forced the glider to the downwind side of the ridge, about 25 feet below the summit. The glider then impacted trees, sustained substantial damage, and both pilots were seriously injured. The reported wind at an airport about 25 miles northeast of the accident site, about the time of the accident, was 270 degrees at 6 knots. Examination of the glider did not reveal any preimpact mechanical malfunctions, nor did the pilots report any.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
An inadvertent encounter with a wind gust while maneuvering.
NYC08CA025
Both pilots were alternating flying duties in a Burkhart Grob G 103 Twin II glider. They had been soaring along a ridge for approximately 1 hour in non-turbulent wind. The rear seat pilot was flying on the upwind side of the ridge, about 500 feet above the summit, when a gust of wind suddenly forced the glider to the downwind side of the ridge, about 25 feet below the summit. The glider then impacted trees, sustained substantial damage, and both pilots were seriously injured. The reported wind at an airport about 25 miles northeast of the accident site, about the time of the accident, was 270 degrees at 6 knots. Examination of the glider by a Federal Aviation Administration inspector did not reveal any preimpact mechanical malfunctions, nor did the pilots report any.
NTSB Identification: NYC08CA031.
Accident occurred Sunday, November 11, 2007 in Louisburg, NC
Probable Cause Approval Date: 1/31/2008
Aircraft: LET L-33 Solo, registration: N284BA
Injuries: 1 Uninjured.
After being towed to an altitude of 1,800 feet, the pilot of the LET L-33 Solo glider released the towline and began "thermaling" to the northwest of the airport. After flying for approximately 11 nautical miles uneventfully, the pilot turned back to the airport. Then while thermaling on the return leg, the glider lost altitude due to the "lift conditions," and the pilot performed an off-field landing. After touching down in a hay field, the glider struck a grass covered culvert and was substantially damaged.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The flight's encounter with an area of no thermal lift. Contributing factors to the accident were the pilot's inadvertent selection of unsuitable terrain with a hidden obstruction.
NYC08CA031
After being towed to an altitude of 1,800 feet, the pilot of the LET L-33 Solo glider released the towline and began "thermaling" to the northwest of the airport. After flying for approximately 11 nautical miles uneventfully, the pilot turned back to the airport. Then while thermaling on the return leg, the glider lost altitude due to the "lift conditions," and the pilot performed an off-field landing. After touching down in a hay field, the glider struck a grass covered culvert and was substantially damaged.
NTSB Identification: SEA08LA067.
Accident occurred Friday, January 25, 2008 in Hollister, CA
Probable Cause Approval Date: 4/30/2008
Aircraft: Schweizer SGS 2-32, registration: N87R
Injuries: 2 Uninjured.
The glider flight instructor was giving a lesson to a 12-hour student pilot. The weather conditions were deteriorating rapidly with cloud bases at 3,900 feet and the wind was 110 degrees at 30 knots gusting to 37 knots. The tow departure was on runway 13; the flight instructor said they encountered some light rain during the tow. She said they stayed in the traffic pattern with left hand turns. The flight instructor said the student kept the glider aligned with the runway centerline and the landing was "light." The student turned off the runway on to a high speed taxiway, but the glider began drifting to the left. The left wing impacted a runway sign and light. The left wing's leading edge was indented approximately 10 inches to the spar and the left inboard aileron was wrinkled and bent. The glider club owner said that the flight instructor was delayed in taking control of the glider during taxi.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The dual student's failure to maintain aircraft control while taxiing from the active runway and the delayed remedial action by the flight instructor. A contributing factor was the unfavorable high wind condition.
SEA08LA067
On January 25, 2008, approximately 1200 Pacific standard time, a Schweizer SGS 2-32 glider, N87R, was substantially damaged when it impacted a taxi sign and light during taxiing at Hollister Municipal Airport (CVH), Hollister, California. The flight instructor and her student were not injured. A private individual was operating the flight under 14 CFR Part 91. Visual meteorological conditions prevailed for the local, instructional flight that originated approximately 10 minutes before the accident. No flight plan had been filed.
The glider flight instructor was giving a lesson to a 12 hour student pilot. The weather conditions were deteriorating rapidly with cloud bases at 3,900 feet, and the wind was 110 degrees at 30 knots gusting to 37 knots. The tow departure was on runway 13; the flight instructor said they encountered some light rain during the tow. She said they stayed in the traffic pattern with left hand turns and the landing was uneventful. The student turned off the runway on to a high speed taxiway, but the glider began drifting to the left. The left wing impacted a runway sign and light. The left wing's leading edge was indented approximately 10 inches to the spar and the left inboard aileron was wrinkled and bent. The glider owner said that the flight instructor was delayed in taking control of the glider during taxi.
NTSB Identification: DEN08CA056.
Accident occurred Saturday, February 09, 2008 in Alamogordo, NM
Probable Cause Approval Date: 3/31/2008
Aircraft: Burkhart Grob G-103A TWIN II ACRO, registration: N223WP
Injuries: 2 Uninjured.
The glider encountered turbulence at approximately 200 feet above ground level. The glider gained altitude such that the pilot lost sight of the tow plane. The pilot decided to release the glider and attempt a right turn back to the airport to land. He stated, "the altitude was too low to complete the turn, so I leveled the wings and landed the glider off-field." Upon landing, the left wing contacted the terrain and the glider ground looped, resulting in substantial damage to the fuselage and horizontal stabilizer.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The unsuitable terrain for landing. Contributing to the accident were the pilot's encounter with turbulence and the loss of visual contact with the tow plane.
DEN08CA056
According to the pilot's statement, the glider was being towed aloft when it encountered turbulence at approximately 200 feet above ground level. The glider gained altitude such that the pilot lost sight of the tow plane. The pilot decided to release the glider and attempt a right turn back to the airport to land. The pilot stated, "The altitude was too low to complete the turn, so I leveled the wings and landed the glider off-field." Upon landing, the left wing contacted terrain and the glider ground looped. Examination of the glider revealed the rear fuselage was broken in front of the vertical stabilizer, the nose gear sheared off, and the horizontal stabilizer was bent at the connection to the vertical stabilizer. The pilot and single passenger were not injured
NTSB Identification: NYC08LA168
Accident occurred Saturday, April 19, 2008 in Dansville, NY
Aircraft: LET Blanik L-13, registration: N90870
Injuries: 2 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On April 19, 2008, about 1615 eastern daylight time, a Let Blanik L-13 glider, N90870, was substantially damaged when it impacted terrain while landing at the Dansville Municipal Airport (DSV), Dansville, New York. The certified flight instructor (CFI) and the private pilot were not injured. Visual metrological conditions prevailed and no flight plan had been filed for the instructional flight conducted under 14 Code of Federal Regulations Part 91.
According to a Federal Aviation Administration (FAA) inspector, the flight instructor was conducting a familiarization flight for the private pilot, who had not flown in a glider for about 3 years. The glider was returning to land on runway 10, at DSV, with the private pilot at the controls. The CFI realized that the glider was too low to reach the airport and assumed control from the pilot. The glider subsequently struck a tree, and came to rest about 100 feet prior to the runway.
The glider sustained substantial damage to its left wing and fuselage.
Examination of the glider by an FAA inspector did not reveal any evidence of mechanical malfunctions; nor did either pilot report any mechanical problems.
A weather observation taken at DSV, at 1554, reported: wind from 140 degrees at 13 knots, visibility 10 statue miles, clear skies, temperature 29 degrees Celsius (C), dew point 2 degrees C, altimeter 29.82 inches of mercury.
NTSB Identification: SEA08CA122.
Accident occurred Sunday, May 04, 2008 in Ephrata, WA
Probable Cause Approval Date: 6/30/2008
Aircraft: Schempp-Hirth Nimbus-4M, registration: N747JN
Injuries: 1 Serious.
This was the first flight after removal of the glider from storage and its reassembly. The pilot reported that during takeoff initial climb, the glider started to roll to the left despite his control inputs. He decided to abort the takeoff and land straight ahead while attempting to maintain control of the powered glider. Subsequently, the left wing struck the ground, and the glider began to cartwheel. Examination of the airframe revealed that the left and right wings were structurally damaged and the empennage was partially separated. Examination of the flight control system revealed that the left aileron connecting rod was disconnected at the fuselage/wing quick connection point and was undamaged. The pilot stated that during assembly of the glider prior to the flight, the left aileron control tube was inadvertently not attached, and that he did not verify that all flight controls moved free and correct prior to takeoff.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's inadequate preflight inspection and his failure to connect the left aileron control rod during assembly.
SEA08CA122
This was the first flight after removal of the glider from storage and its reassembly. The pilot reported that during takeoff initial climb, the glider started to roll to the left despite his control inputs. He decided to abort the takeoff and land straight ahead while attempting to maintain control of the powered glider. Subsequently, the left wing struck the ground and the glider began to cart wheel. Examination of the airframe revealed that the left and right wings were structurally damaged and the empennage was partially separated. Examination of the flight control system revealed that the left aileron connecting rod was disconnected at the fuselage/wing quick connection point and was undamaged. The pilot stated that during assembly of the glider prior to the flight, the left aileron control tube was inadvertently not attached and that he did not verify that all flight controls moved free and correct prior to takeoff.
NTSB Identification: CHI08CA136.
Accident occurred Saturday, May 10, 2008 in Gregory, MI
Probable Cause Approval Date: 6/30/2008
Aircraft: Schleicher AS-K13, registration: N24BS
Injuries: 1 Serious.
The glider pilot reported that before hooking-up to the tow plane he reviewed the preflight checklist and verified that the flight controls were connected and unobstructed. The initial takeoff roll was normal with the glider becoming airborne prior to the tow plane. The glider pilot applied forward stick pressure to remain in ground effect and in proper position relative to the tow plane, which was still accelerating on its takeoff roll. After the tow plane became airborne the glider began to climb above proper tow position. The glider pilot stated that he "could not push the stick all the way forward to lower the nose" and the glider continued to climb out of tow position. The glider pilot released from the towline when he no longer had the tow plane in sight. After releasing from the towline, the glider resumed a level pitch attitude and began to decelerate. The pilot selected full nose down trim, in response to his limited pitch control. The glider continued to decelerate and subsequently landed hard on the turf runway. The main landing gear and aft fuselage tubular support structure was substantially damaged during the hard landing. Both wingtips were damaged and there were several fabric tears on the left wing and fuselage. After exiting the glider, the pilot found his handheld communication radio on the cockpit floor. The pilot said that during takeoff the radio must have fallen off his seat onto the cockpit floor, restricting the movement of the control stick. The pilot reported that the accident might have been prevented if the glider had a method to secure a handheld radio and the preflight checklists included a task to identify if there were any unrestrained items in the cockpit area.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to adequately secure his handheld radio prior to takeoff, which resulted in a restriction of the flight control stick and loss of control. Contributing to the accident was the stall/mush flight condition encountered after the glider released from the towline.
CHI08CA136
The glider pilot reported that before hooking-up to the tow plane he reviewed the preflight checklists and verified that the flight controls were connected and unobstructed. The initial takeoff roll was normal with the glider becoming airborne prior to the tow plane. The glider pilot applied forward stick pressure to remain in ground effect and in proper position relative to the tow plane, which was still accelerating on its takeoff roll. After the tow plane became airborne the glider began to climb above proper tow position. The glider pilot stated that he "could not push the stick all the way forward to lower the nose" and the glider continued to climb out of tow position. The glider pilot released from the towline when he no longer had the tow plane in sight. After releasing from the towline, the glider resumed a level pitch attitude and began to decelerate. The pilot selected full nose down trim, in response to his limited pitch control. The glider continued to decelerate and subsequently landed hard on the turf runway. The main landing gear and aft fuselage tubular support structure was substantially damaged during the hard landing. Both wingtips were damaged and there were several fabric tears on the left wing and fuselage. After exiting the glider, the pilot found his handheld communication radio on the cockpit floor. The pilot said that during takeoff the radio must have fell off his seat onto the cockpit floor, restricting the movement of the control stick. The pilot reported that the accident might have been prevented if the glider had a method to secure a handheld radio and the preflight checklists included a task to identify if there were any unrestrained items in the cockpit area.
NTSB Identification: SEA08CA129.
Accident occurred Saturday, May 10, 2008 in Tehachapi, CA
Probable Cause Approval Date: 6/30/2008
Aircraft: Schleicher ASK-21, registration: N361KS
Injuries: 2 Uninjured.
The glider was being towed to altitude by a tow airplane. During the takeoff initial climb, the spoiler handle was not locked and the spoilers momentarily extended twice and although the pilot felt that he had to input forward control forces, he did not visually check the position of the spoiler control handle. The tow pilot then gave a rudder wave signal to the pilot telling him to check the spoilers; however, because the spoilers appeared retracted when the pilot verified their position, the glider pilot misinterpreted the tow pilot and released the glider from the tow airplane at approximately 100 feet above ground level. The glider pilot force-landed the glider in a field. During the landing, the empennage broke from the remainder of the glider. The glider pilot did not report any mechanical malfunctions with the glider.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's inadequate preflight procedures and failure to check the spoiler control position, which resulted in the inadvertent deployment of the spoilers during takeoff. A contributing factor was the pilot's misinterpretation of the tow pilot's instructions.
SEA08CA129
The glider was being towed to altitude by a tow airplane. During the takeoff initial climb, the spoiler handle was not locked and the spoilers momentarily extended twice and although the pilot felt that he had to input forward control forces, he did not visually check the position of the spoiler control handle. The tow pilot then gave a rudder wave signal to the pilot telling him to check the spoilers; however, because the spoilers appeared retracted when the pilot verified their position, the glider pilot misinterpreted the tow pilot and released the glider from the tow airplane at approximately 100 feet above ground level. The glider pilot force-landed the glider in a field. During the landing, the empennage broke from the remainder of the glider. The glider pilot did not report any mechanical malfunctions with the glider.
NTSB Identification: LAX08CA136.
Accident occurred Sunday, May 11, 2008 in Peoria, AZ
Probable Cause Approval Date: 6/30/2008
Aircraft: A. Schleicher GMBH & Co. ASW 27-18, registration: N8829A
Injuries: 1 Minor.
At the conclusion of a cross-country flight, the glider pilot arrived at his intended destination and entered a normal left-hand traffic pattern to runway 23R. The pilot reported that he observed the wind conditions on the downwind and base legs, and he maintained a normal traffic pattern. The wind was from 190 degrees at 10 knots. The initial approach to the runway was normal. However, the pilot said that on short final approach he suddenly encountered a "very heavy downward sink, accompanied by a sharp drop in IAS [indicated air speed]." The pilot responded by retracting the wing spoilers and adjusting the glider's pitch to maintain the requisite approach speed. The downdraft continued, and despite the performance capabilities of his glider the pilot was unable to glide to the runway. The pilot turned to avoid a set of power lines, and a wing contacted the ground. The glider touched down hard on the flat open terrain several hundred yards short of the threshold.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's misjudged distance and altitude while on final approach to land. A factor contributing to the accident was a downdraft.
LAX08CA136
At the conclusion of a cross-country flight, the glider pilot arrived at his intended destination and entered a normal left-hand traffic pattern to runway 23R. The pilot reported that he observed the wind conditions on the downwind and base legs, and he maintained a normal traffic pattern. The wind was from 190 degrees at 10 knots. The initial approach to the runway was normal. However, the pilot said that on short final approach he suddenly encountered a "very heavy downward sink, accompanied by a sharp drop in IAS [indicated air speed]." The pilot responded by retracting the wing spoilers and adjusting the glider's pitch to maintain the requisite approach speed. The downdraft continued, and despite the performance capabilities of his glider the pilot was unable to glide to the runway. The pilot turned to avoid a set of power lines, and a wing contacted the ground. The glider touched down hard on the flat open terrain several hundred yards short of the threshold. As the glider came to a stop, the fuselage severed in front of the vertical fin, the horizontal stabilizer broke in half, and the fuselage was deformed.
NTSB Identification: NYC08CA216 .
Accident occurred Sunday, June 15, 2008 in Mercer, PA
Probable Cause Approval Date: 7/30/2008
Aircraft: Schweizer S6S 2-33, registration: N5714S
Injuries: 2 Minor.
During the instructional flight in the glider, a normal traffic pattern and normal approach were performed to runway 28. About 20 feet above the runway, the certified flight instructor instructed the private pilot to reduce the spoilers slightly and pull back on the stick. The private pilot then increased the spoiler application and moved the control stick forward. The glider immediately hit the runway in a nose-low attitude, bounced once, and slid to a stop down a slope next to the runway. No mechanical failures or malfunctions were reported with the glider.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The private pilot's improper aircraft handling.
NYC08CA216
During the instructional flight in the Schweizer SGS 2-33 glider a normal traffic pattern and normal approach were performed to runway 28. About 20 feet above the runway, the CFI instructed the private pilot to reduce the spoilers slightly and pull back on the stick. The private pilot then increased the spoiler application and moved the control stick forward. The glider immediately hit the runway nose low, bounced once and slid to a stop down a slope, beside the runway. No mechanical failures or malfunctions were reported with the glider.
NTSB Identification: NYC08CA217.
Accident occurred Tuesday, June 17, 2008 in Warren, VT
Probable Cause Approval Date: 8/28/2008
Aircraft: Schleicher ASW-27B, registration: N227K
Injuries: 1 Minor.
The commercial pilot stated that he was flying his Schleicher ASW-27B glider in a soaring competition, which consisted of flying to a given point and returning, while being timed. The pilot turned around at the specified location, and flew along a ridge on the return to the airport of origin. An on-board computer indicated that the glider would arrive at the airport at an altitude of 100 feet above ground level (AGL). The pilot continued to "work the ridge" in order to gain altitude, since his standard personal minimum was to arrive at an airport no lower than 600 feet AGL, and 1,000 feet AGL was his "ideal" arrival altitude. When still short of the airport, the pilot realized that the ridge was no longer producing lift, and that he would not make either the last suitable landing site behind him, or the destination airport. The pilot slowed the glider down so that he could "fly into the trees." The left wing impacted trees first. The glider fell through the trees, impacted the ground right wing first, and came to rest inverted. The glider was substantially damaged. The pilot noted that there were no mechanical anomalies with the glider.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's delayed decision to divert to a suitable landing area.
NYC08CA217
The commercial pilot stated that he was flying his Schleicher ASW-27B glider in a soaring competition, which consisted of flying to a given point and returning, while being timed. The pilot turned around at the specified location, and flew along a ridge on the return to the airport of origin. An on-board computer indicated that the glider would arrive at the airport at an altitude of 100 feet above ground level (AGL). The pilot continued to "work the ridge" in order to gain altitude, since his standard personal minimum was to arrive at an airport no lower than 600 feet AGL, and 1,000 feet AGL was his "ideal" arrival altitude. When still short of the airport, the pilot realized that the ridge was no longer producing lift, and that he would not make either the last suitable landing site behind him, or the destination airport. The pilot slowed the glider down so that he could "fly into the trees." The left wing impacted trees first. The glider fell through the trees, impacted the ground right wing first, and came to rest inverted. The glider was substantially damaged. The pilot noted that there were no mechanical anomalies with the glider.
NTSB Identification: MIA08LA131
14 CFR Part 91: General Aviation
Accident occurred Saturday, June 28, 2008 in Modena, NY
Aircraft: AMS Flight APIS-M, registration: N1870R
Injuries: 1 Fatal.
On June 28, 2008, at 0955 eastern daylight time, an APIS-M (Motor Glider), N1870R, crashed into wooded terrain during a turn on to final approach. The glider was substantially damaged, and the pilot was killed. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the personal flight. The glider was registered to and operated by a private individual, under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91.
MIA08LA131
On June 28, 2008, at 0955 eastern daylight time, an APIS-M (Motor Glider), N1870R, crashed into wooded terrain during a turn on to final approach. The glider was substantially damaged, and the pilot was killed. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the personal flight. The glider was registered to and operated by a private individual, under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91.
A witness stated that this was the pilot's second flight in the glider. The witness stated that the glider was mechanically sound, and all flight controls worked correctly, prior to the flight. The day was clear and that the winds were calm. The pilot departed to the north and entered the downwind. The downwind entry, base turn, and final approach turn was normal. As the pilot was on short final, at approximately 300 feet above ground level (agl), he deployed the wing spoilers and began a left turn. The witness went on to say that when the glider descended below the tree line that was the last view he had of the glider. He said he tried to enter the wooded area where the glider went down but was unable to do so. Shortly thereafter, emergency responders arrived at the accident scene.
The pilot, age 66, held a private pilot certificate with ratings for airplane single engine land. His certificate was updated on April 28, 2003. He held an expired third-class medical certificate issued on October 23, 1991. The pilot's logbooks were not recovered for review.
The single seat, low-wing, motor glider was manufactured in 2006. The maintenance logbooks were not recovered for review
Examination of the crash site by a Federal Aviation Administration (FAA) inspector revealed that the glider was located 2,000 feet short of runway 36. Further examination revealed that the gliders motor was stowed at the time of the accident, and no flight control anomalies were found.
An autopsy was performed on the pilot on June 29, 2008 by the Dutchess County Medical Examiner, Poughkeepsie, New York. The cause of death was reported as "multiple injuries."
Forensic toxicology was performed on specimens from the pilot by the Federal Aviation Administration (FAA) Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The toxicology report stated no ethanol was detected in the liver or muscle, and no drugs were detected in the liver.
NTSB Identification: NYC08CA236.
Accident occurred Sunday, June 29, 2008 in Front Royal, VA
Probable Cause Approval Date: 9/26/2008
Aircraft: Glasflugel Standard Libelle, registration: N184W
Injuries: 1 Minor.
According to the pilot, the glider was towed to an altitude of 4,700 feet above mean sea level and released. Shortly after release, the pilot encountered severe turbulence that caused the glider to become inverted. During the turbulence encounter, the pilot's head impacted the canopy several times, and shattered the canopy. While the glider was inverted the pilot heard "cracking in the wings." After recovering from the turbulence upset, the pilot attempted to land in a field. While on the final leg of the approach, the glider impacted some trees, and a hard landing resulted. The tree strikes and hard landing caused substantial damage to the wing and fuselage.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
Aircraft control was not maintained during cruise flight. Contributing to the accident was turbulence and inadvertent flight into adverse weather.
NYC08CA236
According to the pilot, the glider was towed to an altitude of 4,700 feet above mean sea level and released. Shortly after release, the pilot encountered severe turbulence that caused the glider to become inverted. During the turbulence encounter, the pilot's head impacted the canopy several times, and shattered the canopy. While the glider was inverted the pilot heard "cracking in the wings." After recovering from the turbulence upset, the pilot attempted to land in a field. While on the final leg of the approach, the glider impacted some trees, and a hard landing resulted. The tree strikes and hard landing caused substantial damage to the wing and fuselage.
NTSB Identification: LAX08CA208.
Accident occurred Tuesday, July 01, 2008 in Bend, OR
Probable Cause Approval Date: 9/26/2008
Aircraft: Pipistrel Virus 912, registration: N126BF
Injuries: 2 Uninjured.
The pilot was performing an approach to the destination airport in his powered glider. The aircraft touched down and bounced. It then began to veer to the right of the runway centerline. The aircraft then swerved to the left and the pilot could not regain control. The aircraft continued off the runway surface and down an embankment. The main landing gear encountered soft terrain and the aircraft nosed over. The pilot stated that there were no preimpact mechanical failures or malfunctions with the airframe or engine. He noted that winds were calm. When queried as to the cause of the accident, the pilot opined that the aircraft had "too much energy" during the landing sequence.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's improper flare, inadequate bounced landing recovery, and his failure to maintain directional control.
LAX08CA208
In a written statement, the pilot reported that he was performing an approach to the destination airport in his powered glider. The aircraft touched down and bounced. It began to veer to the right of the runway centerline. The aircraft then unexpectedly swerved to the left and the pilot could not regain control. The aircraft continued off the runway surface and down an embankment. The main landing gear encountered soft terrain and the aircraft nosed over.
The pilot spoke with a National Transportation Safety investigator immediately following the accident. He stated that there were no preimpact mechanical failures or malfunctions with the airframe or engine. He noted that winds were calm. When queried as to the cause of the accident, the pilot opined that the aircraft had "too much energy" during the landing sequence.
NTSB Identification: CHI08CA202.
Accident occurred Saturday, July 05, 2008 in Beloit, WI
Probable Cause Approval Date: 8/28/2008
Aircraft: AB Sportine Aviacija Genesis 2, registration: N58RW
Injuries: 1 Uninjured.
The pilot obtained glider tow/support services at the departure airport for a local flight. While returning to the departure airport, the pilot provided radio transmissions announcing the airplane's position on downwind, base, and final segments of the visual approach to runway 07 (3,200 feet by 50 feet, asphalt). Upon touchdown, a member of the support service ground crew crossed the runway in a golf cart at about a 30 degree angle. The pilot turned the glider to avoid hitting the golf cart but the glider hit the golf cart with its left wing. The glider sustained substantial damage that included a cracked and delaminated left wing. The pilot and golf cart driver were uninjured. The golf cart was not equipped with a radio to monitor and provide information to airport traffic. Following the accident, the support services group on the airport has adopted the following procedures: use of radios by golf cart drivers while operating on airport movement areas, golf cart drivers are to stop and look both ways prior to crossing runways, and runways are no longer to be crossed at angles less than 90 degrees.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The inadequate visual lookout by the driver of the golf cart and the air/ground communications not available to the golf cart driver during movement onto an active runway while the glider was landing.
CHI08CA202
The pilot obtained glider tow/support services from Sylvania Soaring Adventure, Inc. at the departure airport for a local flight. While returning to the departure airport, the pilot provided radio transmissions announcing the airplane's position on downwind, base, and final segments of the visual approach to runway 07 (3,200 feet by 50 feet, asphalt). Upon touchdown, a member of the support service ground crew crossed the runway in a golf cart at about a 30 degree angle. The pilot turned the glider to avoid hitting the golf cart but the glider hit the golf cart with its left wing. The glider sustained substantial damage that included a cracked and delaminated left wing. The pilot and golf cart driver were uninjured. The golf cart was not equipped with a radio to monitor and provide information to airport traffic. Following the accident, Sylvania Soaring Adventure, Inc., has adopted the following procedures: use of radios by golf cart drivers while operating on airport movement areas, golf cart drivers are to stop and look both ways prior to crossing runways, and runways are no longer to be crossed at angles less than 90 degrees.
NTSB Identification: MIA08CA136.
Accident occurred Monday, July 07, 2008 in Elmira, NY
Probable Cause Approval Date: 9/26/2008
Aircraft: Schleicher ASK-21, registration: N363KS
Injuries: 2 Uninjured.
The pilot stated that after his Schleicher ASK-21 glider was towed aloft to 2,000 feet and released, he flew too far from the airport traffic pattern. He said that during the return to the airport, he encountered a "sink and waterfall" effect, which caused a low approach, resulting in his inability to make it to the airport. Subsequently, there was a collision with terrain 100 feet short of the runway. The pilot added that there were no deficiencies with the performance and handling of the glider.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The glider pilot's misjudged distance/altitude while soaring.
MIA08CA136
The pilot stated that after his Schleicher ASK-21 glider was towed aloft to 2,000 feet and released, he flew too far from the airport traffic pattern. He said that during the return to the airport, he encountered a "sink and waterfall" effect, which caused a low approach, resulting in his inability to make it to the airport. Subsequently, there was a collision with terrain 100 feet short of the runway. The pilot added that there were no deficiencies with the performance and handling of the glider.
NTSB Identification: DFW08LA187
Accident occurred Wednesday, July 16, 2008 in Edgewood, NM
Aircraft: AMS Flight Carat A, registration: N234CT
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 16, 2008, at 1420 mountain daylight time (MDT), an AMS Carat A, N234CT, motorized glider impacted terrain. The private pilot, and sole occupant, was seriously injured. The Glider was substantially damaged. The flight was being conducted under the provisions of Title 14 Code of Federal Regulations Part 91 without a flight plan. Visual meteorological conditions prevailed at the time of the accident. The local flight originated at Moriarty Municipal Airport (OE0), Moriarty, New Mexico, at approximately 1330 MDT.
An eyewitness at the scene saw the glider moments before the crash heading northeast bound at an estimated 150 feet above the ground. She turned away momentarily and when she looked back she saw the aircraft "nose-dive" into the ground.
Examination of the glider revealed the engine firewall crushed and the empennage was separated from the fuselage. The FAA inspectors on scene found the glider impacted terrain at a surface elevation of 6,897 feet in a near vertical, nose down attitude and came to rest right side up on a true heading of approximately 220 degrees. The spoilers were found in the retracted position and the landing gear was found in the extended position. There was no post crash fire.
The pilot held a private pilot certificate with ratings for airplane single engine land and glider. His last FAA third class medical certificate was issued on September 5, 2006.
At 1356 MDT an automated weather reporting station at Albuquerque International Airport (KABQ), about 19 miles west of the accident site, reported calm winds, visibility 10 miles, few clouds at 7,500 feet, temperature 84 degrees, dew point 54 degrees, and a barometric pressure setting of 30.17 inches of Mercury.
NTSB Identification: SEA08CA163.
Accident occurred Sunday, July 20, 2008 in Arlington, WA
Probable Cause Approval Date: 8/28/2008
Aircraft: LET Blanik L-13, registration: N48029
Injuries: 1 Minor.
After a 15-minute glider flight, the pilot entered the traffic pattern for a planned full-stop landing on a grass airstrip that ran adjacent to the active paved runway. He then extended his downwind leg in order to create a greater clearance between himself and a powered airplane that was landing on the paved runway. After rolling out on base leg, the pilot realized that he had extended his downwind leg too far to reach the grass strip under the gusting wind conditions. He therefore decided to land in a field short of the grass runway. While maneuvering to land in that field, he failed to maintain clearance from a nearby tree. After the wing of the glider hit the tree, it cart-wheeled into the field, and sustained wrinkling and crushing damage to both wings and fuselage.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain clearance from a tree while making an off-field landing in a glider. Contributing to the accident was the pilot's inadequate compensation for the gusting winds.
SEA08CA163
After a fifteen minute glider flight, the pilot entered the traffic pattern for a planned full-stop landing on a grass airstrip that ran adjacent to the active paved runway. He then extended his downwind leg in order to create a greater clearance between himself and a powered airplane that was landing on the paved runway. After rolling out on base leg, the pilot realized that he had extended his downwind leg too far to reach the grass strip under the current gusting wind conditions. He therefore decided to land in a field short of the grass runway. While maneuvering to land in that field, he failed to maintain clearance from a nearby tree. After the wing of the glider hit the tree, it cart wheeled into the field, and sustained wrinkling and crushing damage to both its wings and fuselage.
NTSB Identification: LAX08LA242
Accident occurred Wednesday, July 23, 2008 in Truckee, CA
Aircraft: Glaser-Dirks Flugzeugbau DG-100G, registration: N132S
Injuries: 1 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On July 23, 2008, about 1400 Pacific daylight time, a Glaser-Dirks Flugzeugbau DG-100G, N132S, experienced an uncommmanded release while being towed, and landed off the runway at Truckee-Tahoe Airport (KTRK), Truckee, California. The pilot/owner was operating the glider under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The pilot, the sole occupant, was not injured; the glider sustained substantial damage. The flight departed KTRK at the time of the accident, for an unknown destination. Visual meteorological conditions prevailed, and no flight plan had been filed.
The pilot reported that the event occurred during takeoff from KTRK. The glider's release mechanism activated without his command, detaching the glider from the tow rope. The glider landed past the end of the runway, impacted terrain, and sustained structural damage to the tail boom.
NTSB Identification: DEN08LA127
14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 23, 2008 in Midlothian, TX
Aircraft: Schempp-Hirth Ventus A, registration: N47JD
Injuries: 1 Fatal.
HISTORY OF FLIGHT
On July 23, 2008, about 1225 central daylight time (CDT), a Schempp-Hirth Ventus-A glider, N47JD, impacted terrain approximately two miles south of the Texas Soaring Association (TSA) Gliderport (TA11), Midlothian, Texas. The commercial pilot was fatally injured. The glider was destroyed. The personal flight was being conducted under the provisions of Title 14 Code of Federal Regulations Part 91 without a flight plan. Visual meteorological conditions prevailed at the time of the accident. The local flight originated at TA11.
DEN08LA127
HISTORY OF FLIGHT
On July 23, 2008, about 1225 central daylight time (CDT), a Schempp-Hirth Ventus-A glider, N47JD, impacted terrain approximately two miles south of the Texas Soaring Association (TSA) Gliderport (TA11), Midlothian, Texas. The commercial pilot was fatally injured. The glider was destroyed. The personal flight was being conducted under the provisions of Title 14 Code of Federal Regulations Part 91 without a flight plan. Visual meteorological conditions prevailed at the time of the accident. The local flight originated at TA11.
The pilot was flying a recreational flight and at the same time providing pre-contest soaring condition reports for a soaring competition at TA11. The pilot was not officially associated with, nor a participant in the competition. Witness reports state the glider appeared to be flying normally when it suddenly climbed abruptly then nosed over into a steep dive and disappeared from view in a forested area. Recovered flight data from an on board recording device substantiated the witness testimony.
On scene examination of the glider revealed portions of both wings and the empennage were separated from the fuselage by impact with trees and terrain.
PILOT INFORMATION
The 85 year old pilot held an Airline Transport Pilot (ATP) certificate with ratings for airplane single-engine land, airplane single engine sea, airplane multi-engine land, airplane multi-engine sea, and a commercial pilot certificate with a glider rating. His last Federal Aviation Administration (FAA) second-class medical was issued on August 30, 1996.
The pilot’s log books were not available for examination. The pilot indicated 10,633 total hours on his last application for second-class medical examination on August 30, 1996.
The pilot began flying glider aircraft in 1938. He had won eleven National Gliding Championships and been a member of the United States Soaring Team during ten World Soaring Championships. He was the author of approximately 100 Flight Test Evaluation articles for Soaring Magazine.
AIRCRAFT INFORMATION
The 1981-model Schempp-Hirth Ventus-A, serial number 29, was a mid-wing glider, with a retractable nose landing gear, and was configured for one occupant. The glider was classified as Experimental in Racing and Exhibition categories.
According to the airframe logbook, the glider's most recent inspection was completed on April 1, 2008 in accordance with FAR 43, Appendice D (currently Code of Federal Regulations -CFR), with an airframe total time of 5008.8 hours.
FLIGHT DATA RECORDER
The glider was equipped with a Volkslogger flight data recorder (model/serial number unknown). The device was downloaded at the Texas Soaring Association facilities under the supervision of the FAA. The data included a flight originating at TA11 on July 23, 2008, at 1708:23 UTC (1208:23 CDT) and ending at 1724:59 UTC (1224:59 CDT) for a 16 minute and 36 second duration. During the final two minutes of the flight the data shows the glider making several steep descents and climbs, ending with the loss of approximately 1,700 feet in approximately 20 seconds.
METEOROLOGICAL INFORMATION
At 1245, the weather observation facility at Midlothian, Texas (KJWY) reported wind from 100 degrees at 8 knots, visibility 10 miles, scattered clouds at 4,000 feet, temperature 90 degrees Fahrenheit, dew point 68 degrees Fahrenheit, and a barometric pressure of 29.99 inches of Mercury.
WRECKAGE AND IMPACT INFORMATION
The wreckage was located in a wooded area 2.25 miles south of TA11. The debris field encompassed an area approximately 175 feet long and 50 feet wide, on a magnetic heading of 190 degrees. The initial impact point was located approximately 12 feet above the ground in a mesquite tree at the north end of the debris field. The right wing impacted a tree 25 feet south of the initial impact tree eight feet above the ground. The left wing impacted a tree 40 feet south of the initial impact point and four feet above the ground.
The right wing was separated from the fuselage near the wing root, with two large sections located near the initial impact point. Approximately one-third of the left wing remained attached to the fuselage. The empennage was separated from the fuselage and lying 76 feet from the initial impact point in the line of travel of the fuselage. Both elevators and ailerons were separated from the empennage and wings, respectfully. The cockpit nose was folded underneath the fuselage and the cockpit sidewalls were each pushed outboard.
Schempp-Hirth Ventus-A gliders utilize control rod assemblies for aileron, elevator, and airbrake controls. They use cable assemblies to control the rudder. Examination of the wreckage revealed multiple tie rod ends and linkages for the elevator, left and right aileron and airbrake control systems fractured. All fracture surfaces were examined and displayed 45 degree fracture and shear lip characteristics. When accounting for each separation of the control rods, aileron, airbrake, and elevator controls were continuous from the cockpit controls to each control surface. The rudder control cables were continuous from the rudder pedals to the point the empennage separated from the fuselage just forward of the horizontal stabilizers. The broken control cable ends exhibited broom-straw characteristics.
MEDICAL AND PATHOLOGICAL INFORMATION
The pilot had seen his cardiologist 6 days before the accident. The pilot reported at that visit he had an episode of dizziness the week prior accompanied by left arm pain. The cardiologist performed a stress echocardiogram on the day of that visit, the report of which noted: "stress induced wall motion abnormalities suggest ischemia." The cardiologist indicated he was "concerned about proximal LAD stenosis" and planned to schedule "left heart catheterization and possibly angioplasty in the next 1 to 2 weeks." Electrocardiographic (ECG) monitoring performed on the day of the cardiologist visit was interpreted as showing "Frequent ventricular premature contractions" and "Occasional supraventricular ectopy, including two atrial runs of non-sustained supraventricular tachycardia." On autopsy, it was noted that the pilot's "coronary arterial system has varying degrees of calcific atherosclerosis; the left anterior descending coronary artery has up to 90% stenosis, the circumflex coronary artery has up to 80% stenosis and the right coronary has up to 80% stenosis."
The Office of the Medical Examiner of Dallas County, located in Dallas, Texas, performed an autopsy on the pilot on July 24, 2008. The cause of death was determined to be blunt force injuries.
The following medical information is from the medical records maintained on the pilot by the FAA Aerospace Medical Certification Division:
8/30/96 – Electronic record of the pilot’s most recent application for 2nd Class Airman Medical Certificate notes “No” for “Do You Currently Use Any Medication,” and “No” for “Heart or vascular trouble.” “Total Pilot Time” is noted as 10,633 hours “To Date” and 155 hours in the “Past 6 months.” Blood pressure is noted as 106/64.
The FAA, Toxicology Accident Research Laboratory, located in Oklahoma City, Oklahoma, conducted toxicological testing on the pilot. Testing for carbon monoxide, cyanide, volatiles and drugs were negative.
A prescription medicine bottle bearing the pilot’s name was recovered from the accident scene with the top in place. The prescription was marked “NITROQUICK .4mg.”
NTSB Identification: LAX08LA254A
Accident occurred Saturday, August 02, 2008 in Jean, NV
Aircraft: Schweizer SGS 2-33A, registration: N33923
Injuries: 3 Uninjured.
NTSB Identification: LAX08LA254B
Accident occurred Saturday, August 02, 2008 in Jean, NV
Aircraft: Piper PA-25-235, registration: N7211Z
Injuries: 3 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 2, 2008, at 1415, a Piper PA-25-235 (tow plane), N7211Z, collided with the vertical tail of a Schweizer SGS 2-33A glider, N33923, while conducting air tow operations over Jean Airport, Jean, Nevada. Las Vegas Valley Soaring operated both airplanes under the provisions of 14 Code of Federal Regulations Part 91. There were no injuries to the certified flight instructor (CFI) and student in the Schweizer, or commercial pilot in the Piper. The glider was substantially damaged; the Piper was not damaged. Visual meteorological conditions prevailed, and no flight plan had been filed. The flight originated from Jean Airport at 1413.
Both pilots reported to the National Transportation Safety Board investigator that 1 minute after the glider released the tow line, the tow plane's right landing gear collided with the glider's vertical tail fin and rudder. They had performed an normal tow breakaway at 3,000 feet mean sea level; the glider turned right and the tow plane turned left. Neither pilot kept the other airplane in visual contact as they maneuvered over the airport. The tow plane pilot said that he did not see the tail of the glider beneath the nose and instrument panel of his airplane. His right landing gear contacted the tail of the glider at a slight left to right crossing angle. The collision occurred while both airplanes were on a southwesterly course. Both airplanes landed safely at the Jean Airport.
NTSB Identification: NYC08CA267.
Accident occurred Sunday, August 03, 2008 in Windsor, VA
Probable Cause Approval Date: 9/26/2008
Aircraft: Schweizer SGS 2-33A, registration: N33964
Injuries: 1 Uninjured.
The student pilot of the Schweizer SGS 2-33A glider departed from the airport under tow, and released from the towrope at an altitude of 3,000 feet. He then maneuvered the glider to the right and flew around the airport "looking for lift." Over the next 30 minutes, the glider's altitude varied between 1,700 feet and 2,800 feet. When the glider started to lose lift, the pilot decided to return to the airport. The glider continued to lose lift and the student pilot entered the traffic pattern on the crosswind leg. As the student pilot turned onto final, he maneuvered the glider left of the runway centerline to avoid activity on the right side of the runway. While maneuvering, he "overreacted" and turned too far to the left and ended up over a cornfield. He attempted to turn back to the runway, but was "too low and slow." The glider impacted the cornfield, substantially damaging the fuselage. The student pilot reported 13 total hours of flight experience, 1 of which was in make and model. He also reported no mechanical anomalies with the glider.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The student pilot's improper maneuvering at low altitude.
NYC08CA267
The student pilot of the Schweizer SGS 2-33A glider departed from the airport under tow, and released from the towrope at an altitude of 3,000 feet. He then maneuvered the glider to the right and flew around the airport "looking for lift." Over the next 30 minutes, the glider's altitude varied between 1,700 feet and 2,800 feet. When the glider started to lose lift, the pilot decided to return to the airport. The glider continued to lose lift and the student pilot entered the traffic pattern on the crosswind leg. As the student pilot turned onto final, he maneuvered the glider left of the runway centerline to avoid activity on the right side of the runway. While maneuvering, he "overreacted" and turned too far to the left and ended up over a cornfield. He attempted to turn back to the runway, but was "too low and slow." The glider impacted the cornfield, substantially damaging the fuselage. The student pilot reported 13 total hours of flight experience, 1 of which was in make and model. He also reported no mechanical anomalies with the glider.
NTSB Identification: LAX08CA262.
Accident occurred Saturday, August 09, 2008 in Bend, OR
Probable Cause Approval Date: 9/26/2008
Aircraft: LET Blanik L-13, registration: N62345
Injuries: 1 Minor, 1 Uninjured.
The pilot of the glider reported that he was taking a new glider club member for an introductory flight. He stated that the flight was "normal with good lift," and he was never more than 3 miles from the airport. On final approach about 3/4 miles from the runway threshold, the pilot felt the glider sink and noted that he was becoming too low to reach the runway. The terrain off the end of the runway was covered with juniper trees and sagebrush. He turned left to land off airport in the "only open spot." The left wing struck a tree, and the right wingtip then struck the ground. The right wing and the fuselage sustained structural damage. The pilot stated that from an altitude of 1,000 feet above ground level this glider "should be able to fly 3 miles, I lost 800 feet in less than 1/2 mile."
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's misjudged distance/altitude which resulted in an undershoot while on final approach to land. Factors contributing to the accident were the lack of thermal lift (sinking air), and the lack of suitable terrain for the off-airport landing.
LAX08CA262
The pilot of the glider reported that he was taking a new glider club member for an introductory flight. He stated that the flight was "normal with good lift," and he was never more than 3 miles from the airport. He entered the traffic pattern for landing on runway 16. On final approach about 3/4 miles from the runway threshold, the pilot felt the glider sink and noted that he was becoming too low to reach the runway. The terrain off the end of the runway was covered with juniper trees and sagebrush. He turned left to land off airport in the "only open spot." The left wing struck a tree, and the right wing tip then struck the ground. The right wing and the fuselage sustained structural damage. The pilot stated that from an altitude of 1,000 feet above ground level this glider "should be able to fly 3 miles, I lost 800 feet in less than 1/2 mile."
NTSB Identification: DEN08LA137A
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 09, 2008 in Brackettville, TX
Aircraft: Schempp-Hirth Ventus 2A, registration: N777UN
Injuries: 1 Serious, 1 Uninjured.
NTSB Identification: DEN08LA137B
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 09, 2008 in Brackettville, TX
Aircraft: AB Sportine Aviacija Genesis 2, registration: N110RG
Injuries: 1 Serious, 1 Uninjured.
On August 9, 2008, at 1532 central daylight time, a Schempp-Hirth Ventus 2A glider, N777UN, collided with an AB Sportine Aviacija Genesis 2 glider, N110RG, during a sailplane race six miles north of Brackettville, Texas. Visual meteorological conditions prevailed at the time of the accident. The local flights were being conducted under the provisions of Title 14 Code of Federal Regulations Part 91 without flight plans. The pilot of N777UN was uninjured, while the pilot of N110RG sustained serious injuries. Both flights departed Garner Field Airport (UVA), Uvalde, Texas, approximately 1300.
DEN08LA137B
On August 9, 2008, at 1532 central daylight time, a Schempp-Hirth Ventus 2A glider, N777UN, collided with an AB Sportine Aviacija Genesis 2 glider, N110RG, during a sailplane race six miles north of Brackettville, Texas. Visual meteorological conditions prevailed at the time of the accident. The local flights were being conducted under the provisions of Title 14 Code of Federal Regulations Part 91 without flight plans. The pilot of N777UN was uninjured, while the pilot of N110RG sustained serious injuries. Both flights departed Garner Field Airport (UVA), Uvalde, Texas, approximately 1300.
The gliders involved in this midair collision were competing in the Soaring Society of America, 15 meter class National Sailplane Race.
According to a telephone conversation with and subsequent accident report form submitted by the pilot of N110RG, he was following behind another glider at an altitude of 5,000 feet, heading for the first turn point in the competition. The glider in front of him entered a thermal and the pilot of N110RG established visual contact with the other pilot before entering the thermal behind him. He stabilized a right 55 degree bank and had completed three turns when he heard a loud bang and immediately "lost control." The right wing dropped, the glider rolled to the right, and went inverted. The pilot of N110RG exited the glider and deployed his parachute. During the egress, he was struck in the neck by some portion of the glider. The parachute deployed without issue; however, the landing was hard, resulting in serious injuries.
According to the Federal Aviation Administration (FAA) inspector who traveled to the accident, N110RG impacted terrain six miles north of Brackettville. The glider wreckage was inverted and exhibited signatures of a "right hand spin" prior to impact. A "heavy rub mark and gash" was noted on the bottom side of the right wing. The gash transitioned into a tear and partial separation of fiberglass. Material and paint transfer in the gash were consistent with the winglet of N777UN. The inspector stated that this damage would have inhibited the use of the right aileron and spoileron.
According to a telephone conversation with and subsequent accident report form submitted by the pilot of N777UN, he had observed two gliders in the thermal in front of him and entered the thermal underneath them. After two turns in the thermal, he lost sight of the two gliders and collided, shortly thereafter, with N110RG. His left wing and winglet impacted the right wing of the other glider. The pilot of N777UN landed uneventfully at UVA.
The FAA inspector reported that the winglet on N777UN was swept back 45 degrees. Material and paint transfer in the winglet were consistent with the surface area of the wing of N110RG.
According to the FAA Glider Flying Handbook - Chapter 10, Soaring Techniques, it is recommended that if the pilot looses sight of another glider in a thermal and cannot establish position via radio contact, "leave the thermal." Radio procedures during a soaring competition are not permitted.
NTSB Identification: NYC08CA275
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 10, 2008 in Fincastle, VA
Aircraft: I.C.A.-Brasov IS-26B2, registration: N4281B
Injuries: 1 Serious, 1 Minor.
According to the pilot of the I.C.A.-Brasov glider, he was towed to 4,000 feet, and released southwest of the airport for a local flight. After release, the pilot attempted to orient himself geographically, but was unsuccessful. He typically operated north and east of the airport. According to the passenger, the pilot misidentified several landmarks, and the passenger attempted to correct him. The pilot eventually realized that he was no longer able to return to the airport of origin. He selected what he believed to be a suitable landing site, but after he turned onto the base leg of the approach, he saw that the field crop was corn instead of hay. At that point, the pilot was committed to landing, and there was no suitable alternate field within range. The glider settled into the corn, but then dropped suddenly to the ground, which resulted in substantial damage. The pilot reported 21 hours of flight experience in gliders, with 15 hours as pilot in command. Subsequent to the accident, the operator provided its pilots with handheld global positioning system (GPS) units, and implemented several changes to its glider pilot initiation program, including identification of landmarks and
NYC08CA275
According to the pilot of the I.C.A.-Brasov glider, he was towed to 4,000 feet, and released southwest of the airport for a local flight. After release, the pilot attempted to orient himself geographically, but was unsuccessful. He typically operated north and east of the airport. According to the passenger, the pilot misidentified several landmarks, and the passenger attempted to correct him. The pilot eventually realized that he was no longer able to return to the airport of origin. He selected what he believed to be a suitable landing site, but after he turned onto the base leg of the approach, he saw that the field crop was corn instead of hay. At that point, the pilot was committed to landing, and there was no suitable alternate field within range. The glider settled into the corn, but then dropped suddenly to the ground, which resulted in substantial damage. The pilot reported 21 hours of flight experience in gliders, with 15 hours as pilot in command. Subsequent to the accident, the operator provided its pilots with handheld global positioning system (GPS) units, and implemented several changes to its glider pilot initiation program, including identification of landmarks and geographic features, and identification and rating of off-field landing sites.
NTSB Identification: MIA08CA172
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 23, 2008 in Wurtsboro, NY
Aircraft: SCHWEIZER 2-33A, registration: N17885
Injuries: 2 Uninjured.
The certified flight instructor (CFI) of a Schweizer SGS2-33A glider stated that the accident flight was his first training flight with the student. He reviewed the student’s logbook and ascertained that he had a total of 25 flight hours in gliders. The CFI gave the student pilot ground instructions regarding speed limitations, pattern and approach speeds, and pattern entry execution. The student then performed the launch and tow to 2,500 feet above ground level, and the in-flight maneuvers were uneventful. During the approach to land, the CFI instructed the student pilot to “make a shallow left turn to get closer to runway 23;” however, the student pilot turned right. The CFI repeated “turn left,” but the student pilot again turned right. The CFI advised the student pilot that he was taking control of the glider. He said that he repeated this to the student pilot but he did not respond nor did he relinquish control of the glider. Consequently, the glider impacted nose first into the ground. Examination of the glider by a Federal Aviation Administration (FAA) inspector revealed that the wings and fuselage were buckled.
MIA08CA172
The certified flight instructor (CFI) of a Schweizer SGS2-33A glider stated that the accident flight was his first training flight with the student. He reviewed the student’s logbook and ascertained that he had a total of 25 flight hours in gliders. The CFI gave the student pilot ground instructions regarding speed limitations, pattern and approach speeds, and pattern entry execution. The student then performed the launch and tow to 2,500 feet above ground level, and the in-flight maneuvers were uneventful. During the approach to land, the CFI instructed the student pilot to “make a shallow left turn to get closer to runway 23;” however, the student pilot turned right. The CFI repeated “turn left,” but the student pilot again turned right. The CFI advised the student pilot that he was taking control of the glider. He said that he repeated this to the student pilot but he did not respond nor did he relinquish control of the glider. Consequently, the glider impacted nose first into the ground. Examination of the glider by a Federal Aviation Administration (FAA) inspector revealed that the wings and fuselage were buckled.
NTSB Identification: DFW08LA220
Accident occurred Sunday, August 31, 2008 in Cleburne, TX
Aircraft: Schleicher ASW-20B, registration: N30WK
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 31, 2008, at approximately 1430 central daylight time, a Schleicher. ASW-20B glider, N30WK, was substantially damaged upon impact with terrain near Cleburne, Texas. The commercial pilot, the sole occupant, was fatally injured. The glider was owned and operated by a private individual. Visual meteorological conditions prevailed and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The flight originated from TSA Gliderport (TA11), Midlothian, Texas as a local flight at approximately 1330.
A Spanish speaking eyewitness to the accident informed a local resident that a glider had crashed. An inspector from the Federal Aviation Administration (FAA) responded and documented the crash site. The wreckage was recovered to a secure location for further examination.
At 1425, an automated weather reporting station located at Cleburne Municipal Airport (CPT), located approximately 4.5 miles north of the accident site reported winds from 120 degrees at 4 knots, visibility 10 miles, skies clear, temperature 90 degrees Fahrenheit, dew point 72 degrees Fahrenheit and a barometric pressure of 29.96 inches of Mercury.
NTSB Identification: DEN08CA157
14 CFR Part 91: General Aviation
Accident occurred Tuesday, September 09, 2008 in Boulder, CO
Aircraft: SCHWEIZER SGS 2-33A, registration: N17939
Injuries: 1 Uninjured.
According to the accident report form submitted by the pilot, he was conducting his fourth solo flight and during the aero tow he "ballooned" and drifted to the right. The pilot repositioned the glider, slack developed in the tow rope, and the rope disconnected from the glider approximately 10 feet above the ground. The pilot did not utilize the dive brake to descend and landed long. The glider rolled into the over run area, impacted a rock, and bent the forward keel bar. An examination of the glider systems, conducted by the FAA, revealed no anomalies.
DEN08CA157
According to the accident report form submitted by the pilot, he was conducting his fourth solo flight and during the aero tow he "ballooned" and drifted to the right. The pilot repositioned the glider, slack developed in the tow rope, and the rope disconnected from the glider approximately 10 feet above the ground. The pilot did not utilize the dive brake to descend and landed long. The glider rolled into the over run area, impacted a rock, and bent the forward keel bar. An examination of the glider systems, conducted by the FAA, revealed no anomalies.
NTSB Identification: MIA08CA194
14 CFR Part 91: General Aviation
Accident occurred Monday, September 15, 2008 in Blairstown, NJ
Aircraft: Glasflugel H-301, registration: N1263
Injuries: 1 Uninjured.
The pilot stated he was conducting a personal flight and flew around the local area before returning to his departure airport. He entered a left downwind for runway 25 and completed his before landing checks. The winds were reported to be out of the west at 16 knots gusting to 26 knots. He lowered flaps, extended the speed brakes, and turned on final approach. The landing flare was initiated over the runway and he reached over to retract the speed brakes, and inadvertently retracted the flaps. The glider collided with the runway hard and came to a stop. The pilot exited the glider with out assistance and with out injury. Examination of the glider revealed the tail section of the glider received structural damage. The pilot stated he did not experience any mechanical problems with the glider before the accident.
MIA08CA194
The pilot stated he was conducting a personal flight and flew around the local area before returning to his departure airport. He entered a left downwind for runway 25 and completed his before landing checks. The winds were reported to be out of the west at 16 knots gusting to 26 knots. He lowered flaps, extended the speed brakes, and turned on final approach. The landing flare was initiated over the runway and he reached over to retract the speed brakes, and inadvertently retracted the flaps. The glider collided with the runway hard and came to a stop. The pilot exited the glider with out assistance and with out injury. Examination of the glider revealed the tail section of the glider received structural damage. The pilot stated he did not experience any mechanical problems with the glider before the accident.
NTSB Identification: ERA09LA001
14 CFR Part 91: General Aviation
Accident occurred Wednesday, October 01, 2008 in Vero Beach, FL
Aircraft: Bezinque Alisport-Silent, registration: N373DB
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 October 1, 2008, at 1502 eastern daylight time, an experimental amateur-built Alisport Silent-IN powered glider, N373DB, was substantially damaged during a forced landing after takeoff from Indian River Aerodrome (FL74), Vero Beach, Florida. The certificated private pilot/owner was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight that was conducted under the provisions of 14 Code of Federal Regulations (CFR) Part 91.
The pilot was interviewed by telephone, and provided a written statement. The pilot explained that the engine was electronically controlled, and that engine start was “automatic” and the engine would only accelerate from idle once it had “warmed up.” Once warm, the pilot would advance the throttle to full operating rpm.
The pilot said that once he advanced the throttle, the engine “reached a satisfactory static rpm of 6,190” prior to takeoff from runway 17. During the initial climb to the south, about 30 seconds after takeoff, the engine rpm decreased to 5,500 and the pilot leveled the glider 170 feet above the ground, at which point the engine stopped producing power.
The pilot entered a left turn to land to the east, and the engine “suddenly regained power.” The pilot then turned the glider to return to the airport, and when he leveled the wings, the engine again stopped producing power. Lacking the altitude to return to the airport, the pilot chose a road for a forced landing. The landing area was blocked with cars and power poles, so he landed the glider “hard” in the grass adjacent to the roadway to avoid the obstacles.
The pilot held a Federal Aviation Administration (FAA) private pilot certificate with a rating for airplane single engine land and glider aero-tow. He reported 2,800 total hours of flight experience, 1,000 hours of which were in gliders, and 36 hours of which were in make and model. His most recent FAA third class medical certificate was issued in January 2007.
According to FAA records, the powered glider was manufactured in 2003 from a kit. The pilot/owner reported that its most recent annual inspection was completed December 2007, at 76 aircraft hours. The glider had accrued about 110 total aircraft hours at the time of the accident.
At 1453, the weather reported at Vero Beach Municipal Airport, 6 miles south, included visibility 10 miles, few clouds at 5,500 feet, a broken ceiling at 7,000 feet, and winds from 090 degrees at 7 knots. The temperature was 28 degrees Celsius, and the dew point was 22 degrees Celsius. The calculated density altitude was 1,973 feet.
An FAA inspector examined the glider at the accident site and all major components were accounted for. The cockpit canopy was shattered, and pieces were scattered forward of the fuselage. The cockpit, fuselage, and wings appeared largely intact. The empennage was fractured aft of the cabin, but the tailboom and tail control surfaces appeared otherwise intact.
Control continuity was established from the cockpit area to the flight control surfaces. The retractable engine pylon was still deployed and locked in the up position. The engine and propeller appeared intact. The on-scene examination revealed no pre-impact mechanical anomalies. A detailed examination of the engine is scheduled for a later date.