
Report 1 – U
NTSB Identification: WPR09CA093
14 CFR Part 91: General Aviation
Accident occurred Tuesday, December 30, 2008 in San Jose, CA
Probable Cause Approval Date: 4/15/2009
Aircraft: STEMME GMBH & CO S-10, registration: N8679
Injuries: 1 Uninjured.
The pilot of the motor glider reported that he taxied to a transient parking area with the wings in a folded position. After parking and unfolding the wings, he began to taxi the glider to the active runway. He reported taxiing to the right of the centerline in order to avoid making contact with the hangars to the left. The pilot then looked ahead and observed three airplanes in the run-up area, and shortly thereafter the glider's left wing tip made contact with a hangar. The glider then spun to the left and collided with the hangar. The left wing sustained substantial damage during the accident sequence.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain clearance from an obstacle during taxi.
Report 2 – F
NTSB Identification: WPR09LA089
14 CFR Part 91: General Aviation
Accident occurred Friday, January 16, 2009 in Mauna Loa, HI
Aircraft: GLASER-DIRKS DG-400, registration: N777WN
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 January 16, 2009, about 1300 Hawaii standard time, a Glaser-Dirks GD-400 motor-glider, N777WN, collided with mountainous terrain on the southwestern slope of Mauna Loa mountain, Hawaii. The airline transport pilot operated the motor-glider under the provisions of Title 14 Code of Federal Regulations, Part 91. The pilot was killed, and the motor-glider was destroyed. Visual meteorological conditions prevailed, and no flight plan had been filed. The flight originated at Waimea-Kohala Airport, Kamuela, Hawaii, about 1000.
A member of the soaring association that the pilot belonged to stated that the pilot was attempting to set a record. The pilot's glider had been towed to 12,300 feet mean sea level (msl) and released some time after 1000. Around 1245, the pilot radioed that he was in the primary wave, climbing at 1,000 feet per minute, and was at 28,000 feet (msl). He then stated that he was going to crossover to Mauno Loa. At 1644, when the pilot had not returned to Waimea-Kohala Airport at the designated time, the US Coast Guard was notified of an overdue aircraft.
On January 17th, approximately 1300, search aircraft identified debris at the 7,800-foot level, on the southwest face of Mauno Loa.
Report 3 – U
NTSB Identification: ERA09LA238
14 CFR Part 91: General Aviation
Accident occurred Thursday, April 09, 2009 in Clermont, FL
Aircraft: Byron J. Moore Zealot, registration: N61ZT
Injuries: 1 Uninjured.
On April 9, 2009, at 1145 eastern daylight time, an amateur built, experimental light sport, Moore Zealot motor glider, N61ZT, registered to a private owner, operating as a Title 14 Code of Federal Regulations Part 91 personal flight, experienced a total loss of engine power in cruise flight near Clermont, Florida. The pilot made a forced landing to a rough, dry lakebed. The fuselage, both wings, and the empennage received structural damage. Visual meteorological conditions prevailed and no flight plan was filed. The private pilot reported no injuries. The flight originated from Grass Roots Airpark (06FD), Mascotte, Florida, at 1120.
ERA09LA238
On April 9, 2009, at 1145 eastern daylight time, an amateur built, experimental light sport, Moore Zealot motor glider, N61ZT, registered to a private owner, operating as a Title 14 Code of Federal Regulations Part 91 personal flight, experienced a total loss of engine power in cruise flight near Clermont, Florida. The pilot made a forced landing to a rough, dry lakebed. The fuselage, both wings, and the empennage received structural damage. Visual meteorological conditions prevailed and no flight plan was filed. The private pilot reported no injuries. The flight originated from Grass Roots Airpark (06FD), Mascotte, Florida, at 1120.
The pilot stated he was in cruise flight at 1,800 feet when the motor glider experienced a total loss of engine power. He attempted an engine restart with negative results. The pilot initiated a forced landing to a residential street. He abandoned the approach due to obstructions on the street and landed in a dry lakebed.
The motor glider was equipped with a Rotax 582 engine. The engine was examined and disassembled by a Federal Aviation Administration (FAA) inspector on April 10, 2009. Prior to the engine being removed from the airframe for disassembly, the externally mounted oil tank for the rotary shaft lubrication system indicated it was filled to the proper level. Disassembly of the engine revealed the "destruction of the rotary valve disc drive gear due to insufficient lubrication." Approximately 2 fluid ounces of oil was drained from the rotary valve shaft "oil bath," when the shaft assembly was removed from the engine case.
Information obtained by the FAA inspector from the Rotax Installation Manual, and Rotax Service Center Technicians, substantiated that it is possible for the rotary valve shaft lubrication system externally mounted oil tank to contain a full quantity of oil, without the rotary valve shaft "oil bath" chamber within the engine case actually being full of oil. This can occur in Rotax 582 engines mounted on an airframe in the inverted position (spark plugs down), if the rotary valve shaft oil is added without removing a vent plug in the engine case to vent the system during oil servicing. If the vent plug is not removed, an "air bubble" can form in the rotary valve shaft "oil bath" chamber, preventing oil from filling the chamber. The oil tank will indicate full, but insufficient oil will have been introduced into the rotary valve shaft "oil bath" chamber.
The current registered owner stated he purchased the motor glider from the original builder 4 months before the accident. The engine had been removed by the previous owner and builder on July 1, 2008, and sent to an overhaul facility to be rebuilt. The engine was returned and reinstalled on the motor glider in August 2008. The motor glider was placed in storage for about 6 years. The current owner and an airframe and power plant mechanic completed a condition inspection on March 25, 2009, and no oil had been added. The motor glider had flown 2 hours and 30 minutes since he purchased it.
The FAA inspector located the previous owner of the motor glider. The previous owner stated he did not remove the vent plug during oil installation after the engine had been overhauled.
Report 4 – S
NTSB Identification: ERA09CA259
14 CFR Part 91: General Aviation
Accident occurred Thursday, April 23, 2009 in Fairfield, PA
Aircraft: ROLLADEN-SCHNEIDER LS8-18, registration: N818FM
Injuries: 1 Serious.
The pilot of the glider sustained serious injuries when, according to witnesses, the glider was towed toward the mountains west of the airport, where the cable was released. The glider circled for about 10 minutes, but failed to gain lift. The glider proceeded to the south end of the airport, where it continued to circle and lose altitude. Approximately 400 yards short of the approach end of runway 33, the glider made a steep left turn to enter the final approach, when it "suddenly snapped 90 degrees, wings vertical, then nosed into the ground." The tow pilot stated the area where the accident occurred was known for its turbulent conditions. Winds at the time were recorded at an airport 18 miles to the west, from 290 degrees at 21 knots, gusting to 24 knots. The pilot was sent an NTSB Form 6120.1, Pilot/Operator report, but had not completed it at the time of this report.
ERA09CA259
The pilot of the glider sustained serious injuries when, according to witnesses, the glider was towed toward the mountains west of the airport, where the cable was released. The glider circled for about 10 minutes, but failed to gain lift. The glider proceeded to the south end of the airport, where it continued to circle and lose altitude. Approximately 400 yards short of the approach end of runway 33, the glider made a steep left turn to enter the final approach, when it "suddenly snapped 90 degrees, wings vertical, then nosed into the ground." The tow pilot stated the area where the accident occurred was known for its turbulent conditions. Winds at the time were recorded at an airport 18 miles to the west, from 290 degrees at 21 knots, gusting to 24 knots. The pilot was sent an NTSB Form 6120.1, Pilot/Operator report, but had not completed it at the time of this report.
Report 5 – F (2)
NTSB Identification: WPR09LA222
14 CFR Part 91: General Aviation
Accident occurred Friday, April 24, 2009 in Mammoth Lakes, CA
Aircraft: VALENTIN TAIFUN 17 E II, registration: N20822
Injuries: 2 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On April 24, 2009, at an unknown time, an experimental Valentin Taifun 17 E II motor-glider, N20822, collided with terrain under unknown circumstances near Mammoth Lakes, California. The pilot/owner was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The certificated private pilot and one passenger were killed. The airplane sustained substantial damage to the wings, fuselage, and empennage from impact forces. The cross-country personal flight departed Tonopah, Nevada, about 1500, with a planned destination of Modesto, California. Visual meteorological conditions prevailed at Mammoth Lakes, the nearest reporting station, and no flight plan had been filed.
The Federal Aviation Administration (FAA) issued an alert notice (ALNOT) after family members notified them of the overdue airplane. The Civil Air Patrol discovered the wreckage on May 1, 2009.
An FAA inspector examined the accident scene. He noted wing pieces at the base of several trees with broken branches. The main wreckage was in the bottom of a gully at an elevation of about 8,000 feet, and the debris path was on a 315-degree heading.
Report 6 – U
NTSB Identification: CEN09CA269
14 CFR Part 91: General Aviation
Accident occurred Sunday, April 26, 2009 in Adrian, MI
Aircraft: LET L-23 Super Blanik, registration: N238SB
Injuries: 2 Uninjured.
Before the accident flight, the glider flight instructor observed adverse weather approaching the airport from the south. He wanted to demonstrate a crosswind landing to his student before ceasing glider operations due to the adverse weather. The glider released from the tow airplane around 1,000 feet above ground level and then proceeded on downwind for runway 29. While on final approach, the flight instructor had difficulty maintaining proper runway alignment due to a strong, gusting crosswind. As a result, he elected to land the glider in a grassy area immediately north of the runway. He noted that his forward visibility was limited by heavy rain. The glider impacted a taxiway sign during the landing, substantially damaging the left wing. Weather radar and surface observations indicated that the airport was affected by a thunderstorm shortly after the glider departed on the local area flight. The thunderstorm produced heavy rain, lightning, and strong winds. During the accident flight, the airport's automated surface observing system recorded a peak wind from 220-degrees magnetic at 42 knots. The glider's maximum demonstrated crosswind component for safe approach, land
CEN09CA269
Before the accident flight, the glider flight instructor observed adverse weather approaching the airport from the south. He wanted to demonstrate a crosswind landing to his student before ceasing glider operations due to the adverse weather. The glider released from the tow airplane around 1,000 feet above ground level and then proceeded on downwind for runway 29. While on final approach, the flight instructor had difficulty maintaining proper runway alignment due to a strong, gusting crosswind. As a result, he elected to land the glider in a grassy area immediately north of the runway. He noted that his forward visibility was limited by heavy rain. The glider impacted a taxiway sign during the landing, substantially damaging the left wing. Weather radar and surface observations indicated that the airport was affected by a thunderstorm shortly after the glider departed on the local area flight. The thunderstorm produced heavy rain, lightning, and strong winds. During the accident flight, the airport's automated surface observing system recorded a peak wind from 220-degrees magnetic at 42 knots. The glider's maximum demonstrated crosswind component for safe approach, landing and aerotow launching was 16 knots.
Report 7 – S
NTSB Identification: CEN09LA278
14 CFR Part 91: General Aviation
Accident occurred Monday, May 04, 2009 in Meadow Lake Airport, CO
Aircraft: GLASFLUGEL , registration: N17TD
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 May 5, 2009, at 1307 mountain daylight time, a Glasflugel, Libelle H201B model glider, N17TD, was substantially damaged during a forced landing following an attempted winch assisted takeoff. The private pilot was seriously injured. The flight was being conducted under the provisions of Title 14 Code of Federal Regulations Part 91 without a flight plan. The local flight was departing from Meadow Lake Airport (00V), Colorado Springs, Colorado. Visual meteorological conditions prevailed at the time of the accident.
The flight was being conducted to test the operation of a Hydrowinch, LLC winch launch system. The pilot stated that during the launch the glider suddenly stopped accelerating and the tow cable disconnected. Video of the accident sequence showed the glider becoming airborne in approximately 30 feet and reaching a maximum height of about 20 feet. The tow cable parachute, which inflates after release from the glider, is seen inflating as the glider starts to become airborne. The glider is then seen nosing over and then changing to a level attitude as impacts the runway.
Examination of the glider revealed the fuselage cracked aft of the cockpit.
CEN09LA278
On May 5, 2009, at 1307 mountain daylight time, a Glasflugel Libelle H201B model glider, N17TD, was substantially damaged during a forced landing following an attempted winch assisted takeoff. The private pilot was seriously injured. The flight was being conducted under the provisions of Title 14 Code of Federal Regulations Part 91 without a flight plan. The local flight was departing from Meadow Lake Airport (00V), Colorado Springs, Colorado. Visual meteorological conditions prevailed at the time of the accident.
The flight was being conducted to test the operation of a prototype Hydrowinch, LLC Club Series winch launch system. The pilot stated that during the launch the glider suddenly stopped accelerating and the tow cable disconnected. Video of the accident sequence showed the glider becoming airborne in approximately 30 feet and reaching a maximum height of about 20 feet. The tow cable parachute, which inflates after release from the glider, was seen to inflate as the glider started to become airborne. The glider then nosed over, changed to a level attitude, and impacted the runway. Examination of the glider revealed the fuselage cracked aft of the cockpit.
The winch was powered by a diesel engine connected to a computer controlled hydrostatic drive system. The hydrostatic drive system was controlled by a computer aided launch control (CALC) system. CALC was designed to adjust winch acceleration and maximum speed produced through the hydrostatic system based on glider type and weight. In the case of the Glasflugel Libelle H201B, acceleration force should have been limited to about 50 percent of system capability and a desired speed of 65 miles per hour. A review of the computer data for the accident launch showed the computer limited maximum speed to 50 percent, or 32 miles per hour, as opposed to the acceleration force. The winch had conducted seven successful launches in 2008 before suffering a mechanical break down and subsequently having a new computer installed. The accident flight was the second flight operation for the repaired unit. The first attempted flight operation after repair resulted in an aborted takeoff due to a non-CALC related, winch operator error.
Report 8 – U
NTSB Identification: WPR09CA272
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 30, 2009 in Warner Springs, CA
Probable Cause Approval Date: 8/13/2009
Aircraft: SCHWEIZER SGS 2-32, registration: N5826V
Injuries: 3 Uninjured.
After being towed to altitude, the pilot of the glider began soaring above a mountain peak. After making several circular passes over the peak the glider began to descend, and the pilot initiated a turn to an adjacent ridge. As he passed over the ridge, he felt the glider sink and he initiated a descending right turn. During the turn, the pilot felt the glider "jolt" and yaw to the left. He verified that the flight controls functioned correctly, and initiated an uneventful straight-in approach and landing at the departure airport. Postaccident inspection revealed damage consistent with an in-flight collision with a tree. The glider sustained substantial damage to the left wing spar and aileron during the collision.
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 maneuvering in flight.
Report 9 – S
NTSB Identification: ERA09CA320
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 31, 2009 in Middletown, NY
Aircraft: AB SPORTINE AVIACIJA LAK-17A, registration: N391BA
Injuries: 1 Serious.
The pilot described entering the traffic pattern to land on the grass, which was adjacent to runway 26. The wind was out of the northwest at about 15 knots gusting to about 20 knots. The pilot said “There was moderate turbulence on downwind which increased on base and final. The glider stalled about 8 feet above touchdown due to insufficient speed for the conditions and landed hard, breaking the tail boom… My speed on base and final was insufficient for the conditions.” The pilot reported no mechanical deficiencies or mechanical problems with the glider.
Report 10 – F/S
NTSB Identification: CEN09LA353
14 CFR Part 91: General Aviation
Accident occurred Sunday, June 14, 2009 in Gregory, MI
Aircraft: BURKHART GROB G103C TWIN, registration: N103MS
Injuries: 1 Fatal, 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 June 14, 2009, about 1120 eastern daylight time, a Burkhart Grob G103C Twin III Acro glider, N103MS, piloted by a commercial pilot, was destroyed during an in-flight collision with terrain near Gregory, Michigan. The local flight was being conducted under 14 Code of Federal Regulations Part 91 without a flight plan. Visual meteorological conditions prevailed at the time of the accident. The pilot sustained serious injuries and the passenger was fatally injured. The flight departed Richmond Field Airport (69G), Gregory, Michigan, shortly before the accident.
Witnesses reported that the glider was launched with a winch and during the procedure the winch cable broke. The pilot executed a 180-degree turn apparently in an attempt to return to the airport. However, near the completion of the turn, the nose of the glider dropped and it impacted the terrain.
Report 11 – U
NTSB Identification: CEN09CA368
14 CFR Part 91: General Aviation
Accident occurred Friday, June 19, 2009 in Wellington, CO
Aircraft: GROB G103, registration: N5462N
Injuries: 2 Uninjured.
The pilot reported that the initial takeoff roll was normal. After a premature takeoff due to wind gusts and thermals the glider controls became ineffective. The pilot attempted to pull the tow line release knob and reported that the tow line “back-released” resulting in the glider entering a stall. During the impact with terrain, the glider's empennage separated partially, just aft of the fuselage. Examination of the tow line release mechanism and glider systems revealed no mechanical anomalies.
Report 12 – S
NTSB Identification: WPR09LA313
14 CFR Part 91: General Aviation
Accident occurred Thursday, June 25, 2009 in Cedar Valley, UT
Aircraft: ROLLADEN-SCHNEIDER OHG LS3-A, registration: N800JM
Injuries: 1 Serious.
On June 25, 2009, at 1240 mountain daylight time, N800JM, a Rolladen-Schneider OHG LS3-A glider, landed in a field shortly after takeoff from West Desert Airpark, Cedar Valley, Utah. The pilot owned the glider and was operating it under the provisions of 14 Code of Federal Regulations Part 91. The glider sustained minor damage and the private pilot was seriously injured. Visual meteorological conditions prevailed and no flight plan was filed.
On June 25, 2009, at 1240 mountain daylight time, N800JM, a Rolladen-Schneider OHG LS3-A glider, landed in a field shortly after takeoff from West Desert Airpark, Cedar Valley, Utah. The pilot owned the glider and was operating it under the provisions of 14 Code of Federal Regulations Part 91. The glider sustained minor damage and the private pilot was seriously injured. Visual meteorological conditions prevailed and no flight plan was filed.
The pilot submitted a written statement. He reported that he was departing from runway 17 through an aero-tow behind a Cessna 182. The wind was from 080 degrees at less than 10 knots. Normal aero-tow requirements state that flaps should be kept at 0 degrees until aileron effectiveness. The flaps should then be set to 10 degrees. The pilot’s left hand was on the flap handle and the flaps were set to 0 degrees at the beginning of the takeoff. The pilot stated that the left wing was set too low and then dropped during the takeoff. As the left wing was scraping along, the nose of the glider was yawing to the left. He applied full right rudder, attempting to stay straight down the runway. The pilot then took his left hand off the flap handle and placed it on the tow release handle, intending to abort the takeoff. Before pulling the release, he made an attempt to level the wings with an abrupt roll motion with the stick. The glider banked to the right and then lifted off, drifting high and to the right of the runway and the tow-plane. As the tow-plane climbed, the pilot gained control of the glider and gradually positioned it behind the tow-plane using a sideslip and forward stick pressure. As he maneuvered the glider into position, the pilot moved his hand back to extend the flaps 10 degrees. However, his left hand was still holding the tow release handle and not the flap handle, and he unintentionally pulled the tow release at 75 to 100 feet above ground level.
The pilot further reported that he followed his emergency plan and lowered the nose slightly while turning in order to land in a field. The pilot felt that he focused too much on his aim point and not on the horizon, and that he had opened the spoilers too much and did not extend the flaps. He misjudged his flair and the glider impacted the ground in a nose down position and the pilot sustained a spinal injury.
The pilot felt that the accident was a result of a chain of mistakes due to the following:
- He should have aborted the takeoff while still on the ground.
- He was trained not to put his hand on the release handle until fully intending to release.
- He was trained not to fixate on the aim point but to look down the runway at the horizon when nearing the ground so as to time the flare properly. According to the pilot, the lack of time to stabilize the approach as well as not having a runway to line up with likely aggravated this tendency.
Report 13 – F
NTSB Identification: WPR09LA318
14 CFR Part 91: General Aviation
Accident occurred Monday, June 29, 2009 in Ephrata, WA
Aircraft: ALEXANDER SCHLEICHER GMBH & CO ASW 27-18, registration: N129TD
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 29, 2009, at 1400 PDT, an Alexander Schleicher GMBH and Company ASW 27-18E glider, N129TD, broke apart in midair while maneuvering in thermal activity approximately 10 miles north of Ephrata, Washington. The private pilot was operating the glider under the provisions of 14 Code of Federal Regulations Part 91. The pilot was killed and the glider sustained substantial damage. Visual meteorological conditions prevailed and no flight plan was filed.
According to local law enforcement personnel, the pilot was preparing for a glider competition that began the following day. While maneuvering in thermals, another glider pilot flying in the area saw the nose of the accident glider pitch up, the glider stalled and then entered a spin. The spin then appeared to develop into high speed spiral, and the glider broke apart in flight.
The wreckage was recovered for further examination.
Report 14 – F
NTSB Identification: WPR09LA317
14 CFR Part 91: General Aviation
Accident occurred Monday, June 29, 2009 in Paragonah, UT
Aircraft: SCHEMPP-HIRTH VENTUS 2CM, registration: N68MP
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 29, 2009 at 1430 mountain daylight time, a Schempp-Hirth Ventus 2CM glider, N68MP, collided with terrain near Paragonah, Utah, approximately 3 miles north of the Parowan Airport. The pilot was operating the glider under the provisions of 14 Code of Federal Regulations Part 91. The pilot was killed and the glider sustained substantial damage. Visual meteorological conditions prevailed and no flight plan was filed.
According to local law enforcement, the pilot was participating in a glider competition. Witnesses reported that shortly after release from the tow airplane, the glider pitched up and down, and then descended until impact with the ground.
Report – 15 M
NTSB Identification: WPR09CA479
14 CFR Part 91: General Aviation
Accident occurred Tuesday, June 30, 2009 in Jean, NV
Aircraft: SCHLEICHER ASK-21, registration: N63JJ
Injuries: 1 Minor.
The pilot reported that after climbing to about 50 feet above ground level and reaching an airspeed of about 60 knots "...the glider would not continue to climb and immediately began to descend." The pilot stated that he lowered the nose and released the tow rope to land straight ahead, but immediately upon releasing [the tow rope] the left wing raised and the aircraft drifted right between the two runways. The pilot further stated, "In spite of a full left control stick input the glider continued to roll steeply right, and at the same time [I] had the sensation of being blown sideways and that the tail was being lifted up in an uncontrollable nose-down attitude." The pilot reported that the aircraft struck the ground on the right wing tip first, then the front nose wheel, then the tail wheel. The aircraft sustained substantial damage to the undercarriage and the empennage. The pilot stated that he thought he had encountered a dust devil that was not in view and to the rear of the glider during takeoff. A witness reported that the glider seemed to be "...pushed down, though making forward progress until it turned steeply right." The pilot reported no anomalies with the glider.
Report – 16 S
NTSB Identification: CEN09CA434
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 12, 2009 in Durango, CO
Aircraft: PDPS PZL-BIELSKO SZD-59, registration: N592JD
Injuries: 1 Serious.
The glider pilot entered a right downwind and turned right base, then to final to land north at the Airport. He noticed the tow plane on the runway taking off south bound. The pilot elected to make an abrupt right 360 degree turn at about 80 feet above ground level and contacted trees. The glider was destroyed and the pilot sustained serious non life threatening injuries.
Report 17 – U
NTSB Identification: WPR09CA344
14 CFR Part 91: General Aviation
Accident occurred Tuesday, July 14, 2009 in Lake Riverside, CA
Aircraft: SCHWEIZER SGS 1-26A, registration: N2701Z
Injuries: 1 Uninjured.
The pilot reported that the glider experienced a loss of lift during a cross country flight and he executed an off airport approach and landing to a field. During the landing flare, the glider’s left wing struck a fence post. Subsequently the glider landed sideways and came to rest upright. Examination of the glider revealed that the left wing spar and the fuselage were structurally damaged. The pilot reported no mechanical anomalies with the glider’s flight control systems.
Report 18 – U
NTSB Identification: WPR09CA359
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 19, 2009 in Truckee, CA
Aircraft: SCHWEIZER SGS-2-33A, registration: N65825
Injuries: 1 Uninjured.
The student glider pilot had flown in the morning, and returned for a flight to gain experience in afternoon wind conditions. This was his eighth solo flight, and his launch limitations were surface winds less than 10 miles per hour (mph) and crosswinds no greater than 60 degrees to the runway. Takeoff conditions met those parameters, and he departed. He returned for landing, and was maintaining 60 mph at 700-800 feet above ground level (agl). He felt that this was high towards the end of the downwind leg for runway 19, and he performed a slip maneuver to lose altitude to 500-600 feet. When he turned to the base leg, the glider suddenly lost altitude to about 300 feet agl, and he initiated an early turn to final.
The student's certified flight instructor (CFI) reported that, when the student turned from downwind to base, the glider was lower than expected, and he observed the spoilers open. As the CFI was about to radio the student, the spoilers closed. The CFI stated that the glider was low, slow, and nose high as it approached the runway threshold. It appeared to stall, and dropped onto the runway from an altitude of 5-6 feet. It hit hard, bounced, and dragged both wing tips. After the glider came to a rest, the CFI reported that the spoiler's were not out.
A witness stated that the winds had been from the south-southwest at 10 knots most of the day with occasional gusts greater than 10 knots. Twenty minutes prior to the accident, the wind was reported from 270 degrees at 16 knots.
Report 19 – M/U
NTSB Identification: WPR09CA368
14 CFR Part 91: General Aviation
Accident occurred Friday, July 24, 2009 in Ephrata, WA
Aircraft: SCHWEIZER SGU 2-22CK, registration: N3907A
Injuries: 1 Minor, 1 Uninjured.
The certified flight instructor (CFI) and student pilot were onboard the glider readying it for an automobile tow launch. The CFI reported giving the 'take up slack' command to the wing walker, who was steadying the wings. Before the slack was taken up by the tow vehicle driver, the wing walker prematurely gave the launch signal. The tow driver then accelerated and the glider was suddenly launched into the air. The CFI attempted to control the glider by applying full forward elevator and simultaneously attempting to release the tow line. The glider struck the ground with the line still attached and was again launched into the air as the tow truck continued to accelerate. The tow line then released and the nose of the glider struck the ground. The glider sustained substantial damage to the aft fuselage structure during the accident sequence.
Report 20 – M
NTSB Identification: CEN09CA475
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 26, 2009 in Faribault, MN
Aircraft: Glasflugel Standard Libelle, registration: N3872
Injuries: 1 Minor.
The pilot reported no anomalies with the glider's flight controls during the preflight inspections that preceded two flights on the day of the accident. The first flight was 40 minutes in duration and no anomalies were noted with the glider. The second flight, which was the accident flight, was about 2 1/2 hours in duration during which the the pilot completed a before landing check of the dive brakes. The closure of the dive brakes during the check was described as normal. During the downwind leg of the approach, the dive brakes were extended and locked in place. The pilot stated that during the dive brake extension, they "seemed difficult to open, as sometimes happens" in the accident glider. The pilot stated the dive brakes could not be retracted during the approach and that she had to fly a closer traffic pattern to land on the runway resulting in a steep approach. The right wing tip struck the ground and the glider experienced a hard landing on the grass landing area adjacent to runway 30. Damage to the glider included a fuselage separation several feet forward of the empennage and towards the lateral direction resulting in substantial damage. Post accident photos of the glider show the dive brakes retracted. The pilot received minor injuries. The pilot stated the dive brakes operated normally after the accident.
Report 21 – U
NTSB Identification: WPR09CA376
14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 29, 2009 in Heber City, UT
Aircraft: SCHWEIZER SGS 2-32, registration: N682U
Injuries: 3 Uninjured.
After making a normal approach and landing, the pilot applied wheel brakes and noted normal deceleration. As he exited the runway onto the taxiway he applied more braking, but once he was clear of the active runway he felt that the glider wasn't decelerating as rapidly as he had planned. The pilot stated "…I applied full braking, including pumping the brake. I continued to use max braking, including digging the nose skid in as hard as I could and attempted to dampen the inevitable blow as best as possible." The glider subsequently impacted the door of one hangar with its nose bowl and a second hangar with its left wing, which resulted in substantial damage to the glider.
Report 22 – S
NTSB Identification: ERA09CA434
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 01, 2009 in Sparta, NY
Aircraft: LET L18, registration: N66FL
Injuries: 1 Serious.
The student pilot encountered a thermal lift, and climbed to 3,000 feet. He stated in a statement to law enforcement personnel, "I got myself into a spin that I was not sure how to get out of." He further stated, "Somehow I was able to get myself out of that, and was headed back to the airport. This is where it gets vague to me. I think I started into another spin." Another glider pilot who departed 10 to 15 minutes before the student pilot stated he observed the glider about a 1,000 feet or less below him spinning to the left. He made a 360 degree turn looking for the glider and could not see it and figured the pilot recovered from the spin and flew away. Examination of the glider by a Federal Aviation Administration inspector revealed the glider collided with the ground in a nose down left wing attitude. The forward cabin area received structural damage, the left wing was pushed aft and the right wing was accelerated forward. The flaps on both wings were extended. The Pilot's Notes for the L-13 Sailplane states, the glider will stall at 30 knots with the flaps extended. No anomalies were noted with the airframe or flight controls.
Report 23 – S
NTSB Identification: WPR09LA381
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 02, 2009 in Williams, CA
Aircraft: SCHEMPP HIRTH DISCUS CS, registration: N7HV
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 August 2, 2009, about 1140 Pacific daylight time, a Schempp-Hirth Discus CS glider, N7HV, collided with terrain while maneuvering near the Williams Gliderport, Williams, California. The certificated private pilot, the sole occupant, received serious injuries. The glider sustained substantial damage as a result of impact forces. Visual meteorological conditions prevailed for the local flight, which was conducted in accordance with 14 Code of Federal Regulations (CFR) Part 91, and a flight plan was not filed. The flight was originating at the time of the accident.
In a telephone interview with the NTSB investigator-in-charge (IIC), the owner of the towing/soaring operation reported that the accident glider and a second glider were being towed simultaneously. The owner stated that the accident glider was on the right and attached to the short tow rope, while the accompanying glider was on the left attached to a long tow rope. The owner further stated that the second glider pilot reported that during the initial climb about 100 above ground level (agl) he felt a "bump" and slack in the tow rope, which prompted him to release the tow rope as a precaution and land straight ahead on the departure runway. The owner revealed that the accident pilot also released his tow rope, but instead of landing straight ahead elected to initiate a right turn as if to return to the airport. The owner reported that the right wing tip of the accident glider subsequently collided with a flooded rice field, cartwheeled and came to rest in an upright position submerged in the water.
Report 24 – U
NTSB Identification: WPR09CA389
14 CFR Part 91: General Aviation
Accident occurred Wednesday, August 05, 2009 in Marana, AZ
Aircraft: EIRIAVION OY PIK 20B, registration: N77MA
Injuries: 1 Uninjured.
While returning from a cross-country glider flight, the pilot reported losing lift and encountering downdrafts along his route. He elected to make an off airport landing. During the landing approach, the glider impacted the top of a tree at approximately 12 feet above the ground; subsequently, it impacted terrain on the chin of its' fuselage and came to rest in an upright position. The force of the impact resulted in the separation of both wings. Examination of the glider revealed that the fuselage, canopy, and wings were structurally damaged.
Report 25 – M
NTSB Identification: ERA09LA455
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 08, 2009 in St. Elmo, AL
Aircraft: SCHEMPP-HIRTH VENTUS 2CM, registration: N70ZZ
Injuries: 1 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 8, 2009, about 0945 central daylight time, a Schempp-Hirth Ventus 2cM powered glider, N70ZZ, registered to a private individual, impacted hard while returning to land following a reported partial loss of engine power during the initial takeoff climb from St Elmo Airport (2R5), St Elmo, Alabama. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal, local flight. The motor glider was substantially damaged and the private certificated pilot, the sole occupant sustained minor injuries. The flight was originating at the time of the accident.
The pilot stated that the powered glider is kept inside a covered trailer, and before takeoff the fuselage fuel tank was full with 100 low lead (100LL) fuel, but he was unable to check the tank for contaminants during his preflight inspection due to the location of the sump drain. He performed an engine run-up and noted a 100 and 200 rpm drop when checking each ignition system, though he did not recall what system had what specific drop. He began the takeoff roll from runway 06 with the wind from the east-southeast at 5 to 6 knots, and based on his 400 hours in the powered glider, the takeoff roll was longer than normal. He continued the takeoff and when the flight was between 150 and 200 feet, he noted that the engine rpm had dropped to approximately 5,000, though red line is 6,900 and the green arc range is 5,900 to 6,100. At that point the powered glider was climbing slowly and he thought about landing straight ahead in a field or return for landing; he elected to return thinking the engine was producing enough power. While turning to return, the powered glider felt mushy and he realized that he would not make it back to the runway. He applied forward elevator input and the powered glider impacted the ground in a slight right wing low attitude. He exited it and removed the wreckage from the accident site before a Federal Aviation Administration (FAA) inspector could inspect it.
Report 26 – F
NTSB Identification: WPR09FA409
14 CFR Part 91: General Aviation
Accident occurred Wednesday, August 19, 2009 in Mackay, ID
Aircraft: Stemme GMBH & CO S10-VT, registration: N35MP
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 19, 2009, about 1700 mountain daylight time, a Stemme GMBH & CO S10-VT, N35MP, collided with mountainous terrain near Mackay, Idaho. The pilot was operating the glider under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The certificated commercial pilot was killed, and the glider was destroyed by impact forces. The local personal flight departed Arco-Butte County Airport, Arco, Idaho, about 1500. Visual meteorological conditions prevailed, and no flight plan had been filed.
The pilot departed Arco with two other gliders, with the intention of soaring in the area of White Knob Summit. The group planned to return to Arco by 1800. The two other pilots in the group reported that they were in radio contact with the accident pilot until about 1630, at which time the accident pilot reported that he was soaring in the area of the Mackay reservoir. The pilots attempted to make radio contact about 45 minutes later, but were unable to contact the accident pilot. They stated that this was not unusual, and they were not concerned due to the limited range of their radio transceivers. The remaining group returned to Arco about 1715.
The accident pilot did not return by the planned regroup time of 1800; by 1915 the group became concerned, and contacted the Arco airport manager to report the pilot's late arrival.
Local law enforcement and the Civil Air Patrol initiated a search, and the glider was located the following afternoon on the western face of White Knob Summit, at an elevation of about 9,700 feet msl.
The closest aviation weather observation station was Friedman Memorial Airport, Hailey, Idaho, (KSUN), which was 36 miles southwest of the accident site. The elevation of the weather observation station was 5,318 feet msl. An aviation routine weather report (METAR) was issued at 1645. It stated: winds from 200 degrees at 4 knots; visibility 30 miles; skies clear; temperature 27 degrees C; dew point 5 degrees C; altimeter 30.07 inches of Mercury.
Report 27 – F
NTSB Identification: WPR09FA414
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 23, 2009 in Creswell, OR
Aircraft: PIPER PA-25, registration: N6353Z
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 23, 2009, about 1625 Pacific daylight time, a Piper PA-25 (tow airplane), N6353Z, collided with terrain about 1/2 - mile north of the departure end of runway 33 at Hobby Field Airport, Creswell, Oregon. Scotty Air of Creswell operated the tow airplane under the provisions of 14 Code of Federal Regulations Part 91. The commercial pilot, the sole occupant of the airplane, was killed. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight that originated at Hobby Field Airport.
Witnesses reported the accident airplane departed runway 33 with N65974, a Schweizer glider, in tow. Shortly after takeoff the tow airplane impacted terrain and burst into flames. The glider returned to the airport and landed without further incident.
Report 28 – U
NTSB Identification: ERA09CA479
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 23, 2009 in Tullahoma, TN
Aircraft: Jonker JS-1B, registration: N504BT
Injuries: 1 Uninjured.
ERA09CA479
The pilot had completed his first flight in his newly purchased glider earlier in the day. He stated that the flight lasted about 2.3 hours and was "an absolute pleasure." A witness familiar with the make and model of the accident glider had flown alongside the accident pilot in an identical glider during the flight, and stated that the accident pilot's takeoff, flight, and landing were "textbook examples." During the second flight of the day, the accident pilot was towed to 1,000 feet above ground level for the purpose of making a traffic pattern flight with a subsequent landing. The pilot stated that the downwind leg of the traffic pattern turning to the base leg was "high." The pilot applied full flaps, and stated that on the final leg of the traffic pattern, his sight picture was "still high," and the runway was "easily made." The pilot's sight picture then "quickly" changed to "short of the runway," and he realized he would not clear the trees prior to the runway. The pilot pitched up to avoid the trees, and after clearing them, "unloaded the wings" and "dived" into a parking lot. The glider impacted the parking lot and came to rest after the left wing impacted a tree. The glider sustained substantial damage to the left wing and vertical stabilizer. Neither the pilot nor a Federal Aviation Administration inspector, who examined the glider after the accident, reported any mechanical malfunctions or anomalies. Several witnesses on the ground reported a noticeable subsidence of wind while the glider was on the final leg of the traffic pattern. The nearest weather reporting station, located approximately 50 miles northwest of the accident site, reported winds from 320 degrees at 10 knots at the time of the accident.
Report 29 - U
NTSB Identification: CEN09CA577
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 05, 2009 in Ionia, MI
Aircraft: Ketonen Schreder, registration: N161HP
Injuries: 1 Uninjured.
The pilot reported that the amateur-built glider was a few feet higher than it should be in relation to the tow airplane after liftoff, so he attempted to lower the glider. He expected the ground effect to slow his descent rate, but the glider continued to descend. He put in aft stick but the wheel contacted the turf at the same time. The glider bounced and he put in forward stick pressure. The glider hit the runway hard and the pilot released the tow line. The inspection of the aircraft revealed that the glider’s fuselage had separated from the forward section of the glider during the hard landing resulting in substantial damage. The pilot reported that there was no mechanical malfunction or failure of the aircraft prior to the occurrence.
Report 30 – F
NTSB Identification: WPR09LA449
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 12, 2009 in Lake Elsinore, CA
Aircraft: SCHWEIZER SGS 1-34, registration: N7656
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, 2009, at 1453 Pacific daylight time, a Schweizer SGS 1-34 glider, N7656, stalled on takeoff and impacted the ground in a nose down attitude at the Skylark Field Airport (CA89), Lake Elsinore, California. The pilot/owner operated the glider under the provisions of Title 14 Code of Federal Regulations Part 91, as a personal flight. The pilot, the sole occupant, was killed. The glider was destroyed. Visual meteorological conditions prevailed for the local area flight, and no flight plan had been filed.
A Federal Aviation Administration (FAA) airworthiness inspector responded to the site and interviewed witnesses and the tow airplane pilot. The tow pilot stated that prior to liftoff, and traveling about 65 miles per hour (mph), he had to manipulate the airplane due to what he thought was a crosswind or the glider moving. After takeoff he felt "slack in the tow line," and he tried to slow down via backpressure on the flight controls when he then felt a "surge" forward. The pilot looked back and saw the glider in a sharp turn. The pilot noted that the altitude was between 225 to 250 feet at the time.
Ground witnesses reported that from their viewpoint, it appeared that the glider released from the tow airplane, and then veered sharply to the right before it entered into a nose dive prior to impacting the ground.
During the inspection of the glider, the FAA inspector established flight control continuity.
Report 31 - U
NTSB Identification: ERA09CA525
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 17, 2009 in Clermont, FL
Aircraft: BURKHART GROB G-103A TWI, registration: N308BG
Injuries: 2 Uninjured.
The certificated flight instructor and his student were on approach, in a glider. The student was attempting to make a no-airbrake landing. While on approach, the student was using a forward slip to correct the altitude. The instructor reported that his student’s aggressive control inputs made the aircraft too slow and too low to reach the airfield. The instructor took over the controls and decided to make an off field landing. While landing, the glider’s right wing impacted tall grass. The flight instructor reported that the aircraft ground looped to the right causing substantial damage to the rudder and empennage. Neither the flight instructor nor the student reported any mechanical failures or malfunctions of the airplane
Report 32 - U
NTSB Identification: ERA09CA534
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 20, 2009 in Wheeling, WV
Aircraft: AEROMOT AMT200, registration: N46068
Injuries: 1 Uninjured.
According to the pilot, he had just leveled off the motor glider after an initial climb when the left canopy latch loosened and the canopy raised up about 2 inches. With wind blowing into the cockpit area, the pilot returned to the departure airport and made a straight-in approach, landing left of runway centerline. The motor glider subsequently veered to the left during the landing rollout and groundlooped, striking runway signage and lighting, and putting a hole in the composite left wing. According to a Federal Aviation Administration inspector, there were no preaccident mechanical anomalies noted with the motor glider, and the canopy latch system functioned normally. The pilot, who reported 39 hours in make and model, also noted "vision problems with airflow into cockpit" during the approach and landing. Winds, recorded at the airport about the time of the accident, were variable, between 3 and 6 knots.
Report 33 - S
NTSB Identification: WPR10CA015
14 CFR Part 91: General Aviation
Accident occurred Sunday, October 11, 2009 in Llano, CA
Aircraft: LET Blanik L-13, registration: N948LC
Injuries: 1 Serious.
In a written statement, the certified flight instructor (CFI) reported that the student pilot had accomplished five dual instructional flights earlier that day. The CFI then cleared the student pilot for a solo flight. The glider was attached to a tow airplane, and the takeoff and tow were normal. The student released the glider at 2,000 feet above ground level (agl). The student used the airbrakes to descend to pattern altitude (1,000 feet agl). The CFI reported that the student forgot to close the airbrakes upon reaching traffic pattern altitude and the glider continued to descend rapidly. The student pilot maintained a 45-degree entry to the downwind leg of the runway and the glider impacted Joshua trees about 500 feet short of the airport, substantially damaging the wings, fuselage, and right horizontal stabilizer drag spar. When the CFI arrived on-scene, the airbrakes were in the open position.
Report 34 - U
NTSB Identification: WPR10CA050
14 CFR Part 91: General Aviation
Accident occurred Saturday, October 17, 2009 in Placerville, CA
Aircraft: AEROMOT AMT-200(SU, registration: N107MJ
Injuries: 1 Uninjured.
The pilot reported that during the landing rollout at the private airport, the glider's left wing struck a series of bushes located along the side of the landing runway. After striking the bushes, the glider swerved, exited the runway and came to rest in a ravine located along the right side of the runway. The glider sustained substantial damage to the right wing and aileron. The pilot reported that the airplane's wing span is approximately 60-feet and the width of the paved runway is approximately 50-feet, with a 10-foot shoulder on each side of the runway. The pilot reported the bushes were located approximately 900-feet from the landing threshold, were 4-7 feet tall, and 8-12 feet from the pavement edge on neighboring property to the north of his runway. In a written report, he indicated that there were no mechanical malfunctions or failures with the glider at the time of the accident. Following the accident, the neighboring property owner removed the bush.