Source: http://soaringsafety.org/accidentprev/ntsb2011.html
Timestamp: 2020-06-04 05:36:16
Document Index: 727648979

Matched Legal Cases: ['art 91', 'art 91', 'art 91', 'art 91', 'art 91', 'art 91', 'art 91', 'art 91', 'art 91', 'art 91', 'art 91']

FY 2011 Accidents (Nov 1, 2010 – Oct 31, 2011
NTSB Identification: WPR11CA060
Accident occurred Friday, November 26, 2010 in Warner Springs, CA
Aircraft: BURKHART GROB G-103A TWIN II ACRO, registration: N855BG
The certified flight instructor (CFI) stated that he was providing instruction to a student pilot in a glider. After a routine local instructional flight, they returned to the departure airport for landing. The student was flying the glider and the CFI was providing verbal instructions to him as they completed a standard traffic pattern to the dirt landing area. He reported that there was a crosswind at 12 knots, gusting to about 20 knots. The glider encountered a high sink rate and the CFI took authority over the controls. The glider ground looped, resulting in substantial damage to the tail. The CFI reported no preimpact mechanical malfunctions or failures with the glider that would have precluded normal operation.
The certified flight instructor's inadequate compensation for the crosswind and delayed remedial action during landing, which resulted in a ground loop.
WPR11CA060
The certified flight instructor (CFI) was providing instruction to a student pilot in a glider. After a routine local instructional flight, they returned to the departure airport for landing. They flew a standard traffic pattern to runway 08R (dirt glider landing area) and the wind was from approximately 100 degrees at 12 knots, gusting to about 20 knots. The student was flying the glider, and the CFI was providing verbal instructions to him. The glider encountered a high sink rate, the CFI took the controls, and the glider ground looped. Post accident examination showed that the tail boom was fractured.
NTSB Identification: ERA11CA087
Accident occurred Saturday, December 11, 2010 in Aberdeen, MD
Probable Cause Approval Date: 06/08/2011
Aircraft: SCHWEIZER SGS 1-23D, registration: N91896
According to the pilot, on his second flight of the day, he initiated a spin to the right around 3,200 feet. After approximately three-quarters of a turn, he attempted to recover from the spin by applying left rudder. He felt no resistance upon application of the rudder and the glider felt unresponsive. As he neared the ground, the pilot was able to maneuver toward trees. The glider impacted a tree, resulting in substantial damage to the wings. The glider remained in the tree for several days due to snow and ice storms before it could be recovered. A postaccident examination by a Federal Aviation Administration inspector revealed that the rudder turnbuckles were set per the maintenance manual and the rudder return springs were intact and not stretched. The rudder controls functioned properly when manipulated.
The pilot's loss of control during an intentional aerobatic maneuver (spin) resulting in a collision with trees.
ERA11CA087
According to the pilot of the glider, on his second flight of the day, he initiated a spin to the right around 3,200 feet. After approximately three-quarters of a turn, the pilot attempted to recover from the spin by applying left rudder. The pilot stated that he felt no resistance upon application of the rudder, and that the glider was unresponsive. As he neared the ground, the pilot was able to maneuver toward trees. The glider impacted a tree, resulting in substantial damage to the wings. The glider remained in the tree for several days due to snow and ice storms before it could be recovered. Post accident examination by a Federal Aviation Administration Inspector revealed that the rudder turnbuckles were set per the manual and the rudder return springs were intact and not stretched. The rudder controls functioned properly when manipulated.
NTSB Identification: CEN11CA166
Accident occurred Saturday, January 29, 2011 in Wellington, CO
Aircraft: MCHOLLAND C L SOLITARE, registration: N15XP
The glider pilot reported he was returning to land when he noticed another glider waiting for departure on the runway. He elected to land instead on another runway that required that he fly further. The pilot said that he turned on the base leg of the traffic pattern too far away from the intended runway and that he did not anticipate the substantial downdraft and very strong headwind that he encountered on final approach. The glider landed approximately 500 feet short of the intended runway and impacted terrain and a railroad embankment, causing substantial damage to the glider's fuselage and right wing.
The glider pilot’s misjudgment while approaching to land, which resulted in an off-airport landing.
CEN11CA166
The glider pilot reported he was returning to land when he noticed another glider waiting for departure on the runway. He elected to land instead on another runway that required that he fly a further flight distance. The pilot said that he turned his base leg for landing too far away from the intended runway and that he did not anticipate the substantial downdraft and very strong headwind which he encountered on final approach. The glider landed approximately 500 feet short of the intended runway and impacted terrain and a railroad embankment causing substantial damage to the glider's fuselage and the right wing.
NTSB Identification: CEN11CA225
Accident occurred Monday, March 14, 2011 in Boulder, CO
Aircraft: AMS-FLIGHT D.O.O. DG-500 ELAN ORION, registration: N505KK
According to the certified flight instructor (CFI), the purpose of the flight was to practice slip maneuvers to a landing with no spoilers. While on short final of the traffic pattern, the student pilot reduced the slip to maintain the glide path, at which time, the glider encountered a sink and descended. While in the flare over a fence, the left wing impacted a fence pole, resulting in substantial damage to the glider. The CFI stated that there was nothing mechanically wrong with the glider prior to the accident.
The in flight loss of lift while landing, resulting in a collision with a fence.
CEN11CA225
According to the accident report form submitted by the flight instructor, the student had lined the glider up for landing, and a prelanding assessment indicated that the winds were calm. The purpose of the flight was to practice slips to a landing with no spoilers. While on short final, the slip was reduced to maintain the glide path, at which time, the glider encountered a sink rate. The student maintained the glide path; however, while in the flare over a fence, the left wing impacted a fence pole, resulting in substantial damage to the glider. The flight instructor stated that there was nothing mechanically wrong with the glider prior to the accident.
NTSB Identification: CEN11LA239
Accident occurred Sunday, March 20, 2011 in Wellington, CO
Aircraft: GLASFLUGEL STANDARD LIBELLE, registration: N99AE
On March 20, 2011, about 1330 mountain daylight time, a Glasflugel Standard Libelle glider, N99AE, operated by a commercial pilot, was substantially damaged upon impact with terrain near Wellington, Colorado. Visual meteorological conditions prevailed and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The pilot was fatally injured. The local flight originated from the Owl Canyon Gliderport, near Wellington, Colorado.
A witness at the gliderport saw the glider towed to pattern altitude and saw the glider released from the tow. The witness saw the glider maneuver in steep bank turns and it descended during those turns. The glider climbed steeply in a “zoom”, appeared to fly inverted, and looped. The glider flew downward about 60 degrees pitch down, wings level, and disappeared below terrain according to the witness.
The Larimer County Sheriff’s office received 9-1-1 calls in reference to the glider and found the glider in a gully. The glider’s right wing had impacted an embankment and sustained damage.
At 1335, the recorded weather at the Fort Collins-Loveland Municipal Airport, near Fort Collins/Loveland, Colorado, was: Wind 110 degrees at 15 knots gusting to 20 knots; visibility 10 statute miles; sky condition clear; temperature 17 degrees C; dew point -9 degrees C; altimeter 29.91 inches of mercury.
NTSB Identification: ERA11CA206
Accident occurred Thursday, March 24, 2011 in Winchester, TN
Aircraft: ROLLADEN-SCHNEIDER GMBH LS-3, registration: N1359
According to the glider pilot, he was participating in a 500-kilometer event when he failed to notice that the weather deteriorated, with overcast skies that prevented the sun from heating the ground and creating the thermal lift he required. He further stated that the glider was too far from a mountain to benefit from mechanical lift, and he was forced to perform a landing into unsuitable terrain. In an effort to cushion the landing, the pilot landed into pine trees, which resulted in substantial damage to the wings and fuselage. He reported that there were no mechanical deficiencies with the glider prior to the accident.
The glider pilot's delayed response to changing weather conditions, which resulted in an off-airport landing into trees.
ERA11CA206
According to the glider pilot, he was participating in a 500-kilometer event when he failed to notice that the cloud streets he was flying beneath deteriorated to a 100 percent overcast, and the sun was no longer heating the ground and creating the thermal lifting he required. He further stated that the glider was too far from a mountain to benefit from mechanical lift, and he was forced to perform a forced landing into unsuitable terrain. In an effort to cushion the landing, the pilot landed into pine trees which resulted in substantial damage to the wings and fuselage. He reported that there were no mechanical deficiencies with the glider.
NTSB Identification: CEN11FA259
Accident occurred Friday, April 01, 2011 in Boulder, CO
Aircraft: BURKHART GROB FLUGZEUGBAU G102 CLUB ASTIR IIIB, registration: N633BG
On April 1, 2011, approximately 1715 mountain daylight time, a Burkhart Grob Flugzeugbau G102 Club Astir IIIB, N633BG, was substantially damaged upon impact with high voltage transmission wires and terrain near Boulder, Colorado. The private glider pilot was fatally injured. The glider was registered to Mile High Youth Gliding Association, Inc., and operated by Mile High Gliding under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The flight originated from Boulder Municipal Airport (BDU), Boulder Colorado, approximately 1620.
The pilot of the tow plane reported that the glider had released from his airplane at 13,900 feet mean sea level. The tow plane pilot characterized the air conditions as bumpy with updrafts of 1,000 feet per minute in several areas.
Several eyewitnesses reported observing the glider in a spiral turn towards the ground. All witnesses reported see a steep bank angle. One witness observed the glider momentarily level off, pitch nose up and climb, and then pitch nose down and descend.
The glider collided with the phase three high voltage transmission wires. Metal pieces from the ailerons were found in an area of scorched earth to the west of transmission wires. The fuselage came to rest, inverted, approximately 495 feet laterally from the wires.
At 1712, an automated weather report from BDU reported, winds from 300 at 17 knots gusting to 21 knots, visibility 10 statute miles, and skies clear.
NTSB Identification: ERA11LA234
Accident occurred Sunday, April 10, 2011 in New Castle, VA
Aircraft: LET L 33 SOLO, registration: N286BA
On April 10, 2011, about 1445 eastern daylight time, a LET L33 Solo, N286BA, operated by the Blue Ridge Soaring Society, was substantially damaged when it impacted terrain shortly after taking off from New Castle International Airport (VA85), New Castle, Virginia. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed. No flight plan had been filed for the local personal flight, conducted under the provisions of 14 Code of Federal Regulations Part 91.
The glider was being towed aloft by the Society's Intermountain Callair A-9, and according to the tow plane pilot, it was his fourth tow of the day. Winds were about 8 mph from the south with clear skies and good visibility. During the ground roll and takeoff, everything felt "normal." However, shortly after takeoff, the tow pilot noted that they were not climbing as expected or as seen during the previous tows that day. He checked his instruments and saw no problems with the engine.
The tow pilot then saw that the glider was "way out of position," and could also see the red spoiler baffle paint, indicating that the glider's spoilers were open. The tow pilot immediately made a radio call to the glider pilot to alert him of the problem, but received no response.
By that time, the glider was well off to the left and below the tow plane, and was pulling the tow plane's tail down, toward an angle of attack close to a stall. Looking over his left shoulder, the tow pilot could see that the glider's spoilers were still open. He came close to releasing the tow, but decided to keep dragging the glider toward some emergency landing fields. As he continued, the tow pilot felt a "huge pull" aft, and the tow rope broke.
According to a witness who lived in a home on the east side of the runway, she was looking out a window when she first saw the glider just after it lifted off under tow. The wings were “wobbling back and forth,…the tips were going up and down,” and she didn't think the glider would clear trees of the end of the runway, it was so low. The witness became so concerned that she said out loud, “release, release.” She continued to watch the glider as it proceeded to the south, flying "very erratically, back and forth." She then saw the glider climb at "fairly steep" angle until the tow line broke. The glider then rolled and was in a steep decent when she lost sight of it behind the trees.
According to a Federal Aviation Administration (FAA) inspector, all flight control surfaces were accounted for at the scene; however, due to the extent of the damage, only limited flight control continuity verification could be accomplished. No preexisting mechanical anomalies were noted, and a photograph of the wreckage revealed that the broken tow rope was still attached to the glider.
NTSB Identification: WPR11CA208
Accident occurred Sunday, April 24, 2011 in Peoria, AZ
Probable Cause Approval Date: 08/03/2011
Aircraft: DOKTOR FIBERGLAS H101 SALTO, registration: N110AZ
The local soaring flight departed via air-tow. Upon entering two back-to-back thermals, the glider climbed to an altitude of 9,000 feet mean sea level. The pilot maneuvered the glider toward marker clouds for additional thermaling; however, he encountered what he described as severe turbulence and decided to head back to the airport. Just abeam the northwest end of a lake near the airport, the glider encountered turbulence along with a high sink rate. The pilot reported the sink rate to be from 500 to 800 feet per minute (fpm), with extremes up to 1,200 fpm to 1,500 fpm. The pilot attempted to maneuver the glider to minimize its time in the sink condition. He realized that he was not going to make it back to the airport and started to look for a place to land. Due to busy roads and full parking lots, he chose to land along the shoreline of the lake. The glider touched down about 30 yards from the shore. The pilot stated that, in retrospect, he believes that the glider was caught on the leeward side of a ridge or the downdraft of a wave. He reported no mechanical anomalies with the glider prior to the accident. The right side of the tail separated from the glider during the ditching and damage occurred to the spoilers and ailerons.
The glider's encounter with turbulence and loss of lift, which resulted in a ditching in a lake.
WPR11CA208
The local soaring flight departed via air-tow. Upon entering two back-to-back thermals, the glider climbed to an altitude of 9,000 feet mean sea level (msl). The pilot maneuvered the glider toward marker clouds for additional thermaling; however, he encountered what he described as severe turbulence and decided to head back to the airport. Just abeam the northwest end of a lake near the airport, the glider encountered turbulence along with a strong sink rate. The pilot reported the sink rate to be from 500 to 800 feet per minute (fpm), with extremes up to 1,200 fpm to 1,500 fpm. The pilot attempted to maneuver the glider to minimize its time in the sink condition. He realized that he was not going to make it back to the airport and started to look for a place to land. The pilot reported that due to busy roads and full parking lots, he chose to land along the shoreline of the lake. The glider touched down about 30 yards from the shore. The pilot stated that in retrospect, he understands that the glider was caught on the leeward side of a ridge or the downdraft of a wave. He reported no mechanical anomalies with the glider prior to the accident. The right side of the v-tail separated from the glider during the ditching and damage occurred to the spoilers and ailerons.
NTSB Identification: ERA11CA288
Accident occurred Saturday, May 07, 2011 in Athens, TN
Aircraft: SCHLEICHER ASW-27, registration: N27LX
ERA11CA288
While participating in a soaring competition, the pilot of the glider realized that a layer of high cirrus clouds had moved into the area and had stopped the heating of the ground by the sun. The thermal activity began to get progressively weaker and the pilot began to look for a place to make an off airport landing. He observed a mowed hay field and did not see any obstructions and chose it for his landing site. After turning on final approach with the wing flaps and spoilers extended, the glider struck two electrical transmission lines that were running diagonally across the glide path, about 15 feet above ground level. During the encounter with the transmission lines, the transmission lines cut into the wing root and landing gear door, broke the main pivot point for the landing gear, broke the canopy, cracked the seat pan, and cracked the aft fuselage approximately halfway back between the trailing edge of the wing and the vertical stabilizer.
NTSB Identification: ERA11CA323
Accident occurred Wednesday, June 01, 2011 in Wurstboro, NY
Aircraft: SCHWEIZER SGS 2-33A, registration: N2656H
ERA11CA323
The pilot of the glider was receiving a biennial flight review from a flight instructor. They completed two uneventful flights prior to the accident flight. According the flight instructor, during the third flight, with the pilot under evaluation at the controls, the glider was approximately 500 feet above the ground and 2,000 feet from the end of the turf runway and slightly slow in the CFI's judgment. To correct for the airspeed deficiency, the CFI manipulated the flight controls forward and told the pilot to increase the airspeed due to the strong headwind. According to the pilot, the airspeed varied 15 mph during the approach and the glider was descending fast, when he relinquished control of the glider to the flight instructor. The flight instructor stated that he did not assume control of glider which was abnormally low but still within a good safety margin to land in his judgment. About 200 feet above ground level, the glider encountered a downdraft for approximately four seconds. Then, when the glider was 75 feet above ground level, it banked violently to the right. The glider impacted trees, a berm, and a guard rail resulting in substantial damage to the fuselage and empennage. The flight instructor further stated that he never had any doubt that the pilot was in control of the glider, while the pilot under evaluation asserted the instructor stated he had control after the plane began a rapid descent on final approach. Both pilots reported there were no preexisting mechanical anomalies with the glider. The winds reported at an airport 10 miles to the southeast of the accident location were from 220 degrees 14 knots gusting to 21 knots
NTSB Identification: ERA11CA350
Accident occurred Thursday, June 16, 2011 in Sterling, MA
Aircraft: EIRIAVION OY PIK 20B, registration: N99136
ERA11CA350
According to the pilot, this was his first flight in this flap only, high performance glider. The glider was towed to 5,000 feet, where the pilot practiced pattern work as well as extending and retracting the flaps, from zero degrees to 90 degrees, while maintaining an adequate airspeed for landing. The pilot entered a tight traffic pattern at the airport and extended the flaps to 30 degrees. On the final leg of the traffic pattern, the glider was in line with the runway, and the pilot intended to extend the flaps to 45 degrees, but was unsure if he did so. When the glider was halfway down the runway, the pilot knew he had excessive airspeed and was going to land further down the runway than intended. Near the end of the runway, the pilot thought he landed so he pushed the controls forward in order to gain ground control, but the glider continued over trees past the end of the runway. Since the glider did not have enough altitude to safely turn back to the runway, the pilot landed it in trees resulting in substantial damage to the fuselage. The pilot stated that he accumulated 107 hours of total flight time in a glider, of which, no hours were in the same make and model as the accident glider. The pilot reported there were no preexisting mechanical anomalies with the glider.
NTSB Identification: CEN11CA440
Accident occurred Friday, July 01, 2011 in Stonewall, TX
Aircraft: SCHEMPP-HIRTH FLUGZEUGBAU DUO DISCUS, registration: N533BG
CEN11CA440
According to the Federal Aviation Administration (FAA) inspector, the pilot experienced a loss of lift while soaring and performed an off field landing to a pasture. During the landing a gust of wind blew the glider down an embankment and into a barbed wire fence. During the impact with the fence, the left wing sustained leading edge damage, and the empennage separated partially from the fuselage. An examination of the glider and its systems revealed no preimpact malfunctions or failures.
NTSB Identification: WPR11FA302
Accident occurred Saturday, July 02, 2011 in Lone Pine, CA
Aircraft: SCHLEICHER ASW-20, registration: N838KS
On July 2, 2011, at 1219 Pacific daylight time, a Schleicher ASW-20, N838KS, collided with mountainous terrain 7.6 miles south-southwest of Lone Pine Airport, Lone Pine, California. The experimental category glider was operated by the owner under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot was fatally ASinjured and the glider was substantially damaged. Visual meteorological conditions prevailed, and a visual flight plan had not been filed. The flight originated at Inyokern Airport, Inyokern, California, at 1115.
The glider was towed airborne at 1115 from Inyokern Airport. Colleagues of the pilot stated that his intentions were to fly along the mountains of the eastern side of the Inyo National Forrest. The glider wreckage was located along Horseshoe Meadows Road at the 7,400-foot mean sea level (msl), on the eastern slope of the Inyo National Forrest mountain range.
NTSB Identification: ERA11CA381
Accident occurred Tuesday, July 05, 2011 in Hugguenot, NY
Aircraft: SCHLEICHER ASW-28, registration: N41ZX
NTSB Identification: WPR11LA317
Accident occurred Friday, July 08, ERA11CA381
The pilot of the glider reported that about 2 hours 30 minutes into the flight, he was unable to locate a thermal and began losing lift. He located a field that he felt was long and wide enough to land in; however, the field was surrounded by powerlines and trees. He elected to conduct his approach from the southwest over the tree line. During the landing flare, he landed further down the field than anticipated; the glider overran the runway, impacted a fence, crossed a road, and impacted another fence, causing substantial damage to the wings and fuselage. The pilot further reported that the flight log revealed a tailwind of approximately 13 knots on the final leg of the approach, and stated that there was no mechanical malfunction with the glider.
2011 in Bigfork, MT
Aircraft: SCHWEIZER SGS 2-32, registration: N591CC
On July 8, 2011, about 1721 mountain daylight time, a Schweitzer SGS2-32, N591CC, sustained substantial damage when it impacted terrain during takeoff initial climb following a practice low altitude rope release near the Ferndale Airport (53U), Bigfork, Montana. The airline transport rated pilot sustained fatal injuries and the airplane transport rated pilot examiner sustained serious injuries. The glider was registered to and operated by Wave Soaring Adventures Inc., Lake Tapps, Washington, under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local instructional flight that was originating at the time of the accident.
Multiple witnesses located adjacent to the accident site reported that the pilot examiner was intending on conducting a simulated rope break shortly after takeoff. The witnesses observed the glider depart the airport uneventfully via a tow airplane. As the glider ascended through about 200 to 300 feet, it appeared to release from the tow rope. Shortly after, the glider was observed entering a steep right bank and descended into the ground.
In a written statement, the pilot of the glider tow airplane reported that he departed runway 15. As he ascended through about 200 feet above ground level, he felt the glider release the tow rope. The pilot of the tow plane circled the airport and landed uneventfully.
Information provided by a Federal Aviation Administration (FAA) inspector revealed that the accident flight was the second flight of the day and was part of a flight instructor reissuance check ride. Examination of the accident site by the inspector revealed that all major structural components of the glider were located throughout the wreckage debris area. The wreckage was recovered to a secure location for further examination.
NTSB Identification: CEN11LA465
On July 8, 2011, approximately 1700 central daylight time, a single-engine Pipistrel Taurus 503, N261T, was substantially damaged during a hard landing on a golf course near Durango, Colorado. The commercial pilot, the sole occupant, was fatally injured. The airplane was registered to and operated by Gemtec Inc., under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The flight originated from Animas Airpark, Durango, Colorado, at an unknown time.
Witnesses reported observing the motor-glider maneuvering at low altitude and hearing the engine operating. Shortly thereafter the glider landed hard on a golf course sidewalk, resulting in the partial separation of the empennage and structural damage to the right wing.
The motor-glider was recovered for further examination
On July 15, 2011, about 1535 eastern daylight time, a Slingsby T-49B glider, N7475, was substantially damaged when it collided with trees while maneuvering for landing in Hollywood, Maryland. The glider had released from tow immediately after takeoff from St. Mary's County Regional Airport (2W6), Leonardtown, Maryland. The certificated commercial pilot was seriously injured, and the commercial-rated copilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight that was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
The glider pilot provided a comprehensive written statement, and a brief interview following the accident. According to the glider pilot/owner, the glider was purchased a week prior to the accident, and he had accrued about 1 hour of flight experience in it. He assembled the glider and completed all post-assembly checks prior to departing. The pilot and copilot then performed the before-takeoff checks "outside the aircraft," and confirmed the tow release operation, and "confirmed trim and spoilers closed."
The glider and the tow pilot exchanged ready-for-takeoff signals and the takeoff was performed by both aircraft.. During the initial climb, the glider pilot noticed the glider "wasn't climbing." About 100 feet above ground level (agl), and over the trees beyond the departure end of the runway, the glider pilot observed the tow plane rudder "waggle" back and forth, and his copilot shouted, "Release! Release! Release!" The glider pilot pulled the release handle, released the glider from the tow, and entered a left turn to the north for a forced landing on the north/south divided highway east of the airport. The glider overshot the highway, and collided with trees on the east side of the roadway.
In an interview, the tow plane pilot provided a similar description of the events. During the takeoff, the tow plane was producing power as expected and the takeoff was smooth, but the tow plane pilot noted a slow rate of climb. He observed the glider spoilers were at least partially deployed above and below each wing and rapidly "wagged the rudder," to alert the glider pilot to "check his spoilers." At that moment, the glider released from the tow, banked to the north, and struck trees adjacent to the highway.
NTSB Identification: WPR11CA338
Accident occurred Friday, July 15, 2011 in Adelanto, CA
Aircraft: ROLLADEN SCHNEIDER OHG LS-3-17, registration: N84AM
WPR11CA338
The pilot reported that he was turning the glider from base to final at about 400 feet with full flaps and spoilers extended. On final about 100 feet above the ground, the pilot decided to change his flap setting from 20 degrees to 10 degrees as there was a cross wind. When he went to move the flap handle, the handle slipped from his hand and instantly changed the flaps to 10 degrees, which caused the glider to lose lift and nose down. The pilot then pulled back on the controls which caused the glider to stall and collide with the ground. The glider was substantially damaged and the pilot was seriously injured during the accident. The pilot reported no pre-impact mechanical malfunctions of failures with the airframe or the engine that would have precluded normal operation.
NTSB Identification: WPR11CA342
Accident occurred Wednesday, July 20, 2011 in Preston, ID
Aircraft: SCHLEICHER ASW-27, registration: N78AB
WPR11CA342
The glider pilot reported that he was unable to find thermals that would provide suitable lift for continued flight. Subsequently, a field was selected that the pilot assessed was adequate for a successful landing. After overflying the field at 1000 feet AGL the pilot began his approach. The approach and touchdown were uneventful. During the landing roll, as the pilot deployed the speedbrakes and applied braking to the wheel the glider pitched forward and the left and right wings contacted crops that were located on either side of the glider's landing roll. The left wing engaged the crops more fully than the right wing and the glider yawed to the right before coming to rest. As a result of the landing roll, the empennage was substantially damaged. The pilot reported that there were no preimpact mechanical malfunctions or failures with the airframe that would have precluded normal flight.
NTSB Identification: WPR11FA392
Accident occurred Thursday, August 18, 2011 in Moore, ID
Aircraft: BRIEGLEB BG-12B, registration: N559Y
On August 18, 2011, about 1640 mountain daylight time, a Briegleb BG-12B, N559Y, collided with terrain during approach to King Mountain Glider Park Airport, Moore, Idaho. The pilot was operating the experimental amateur-built glider under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot sustained fatal injuries; the glider was substantially damaged during the accident sequence. The local flight departed King Mountain at 1436. Visual meteorological conditions prevailed, and no flight plan had been filed.
A witness was located midfield under an awning on the east verge of the north-south runway. He was seated, and facing northwest when he heard the pilot report on the common traffic advisory frequency that he was inbound for landing. A few minutes later, his attention was drawn to a glider flying past the awning in level flight, heading north along the runway at an altitude of about 75 feet above ground level (agl). He did not see the glider prior to that moment, and while he could not accurately judge its airspeed, he surmised that it was traveling at a "fast clip." He was startled, and expressed considerable alarm at the glider's location. The glider continued to the end of the runway, and then began a smooth pitch-up maneuver. During the initial climb, the right wing dropped slightly, and the glider proceeded to bank smoothly to the left. The turn continued until its heading had diverged by about 40 degrees, at which point the airspeed had decreased significantly. It reached an apex of about 300 feet agl, and then began a spin to the left in a near vertical, nose-down attitude. It completed one full rotation before disappearing out of his view behind trees. The flaps did not appear to be deployed at any point during the flight, and he estimated that winds were about 12 to 15 knots out of the south.
Multiple witnesses recounted similar observations, all reporting tailwinds for the downwind phase of between 10 and 20 knots.
At the time of the accident, an annual Fly-In was underway at the airport. The pilot had arrived earlier in the week. Airfield records indicated that he flew the glider one time prior, 3 days before the accident. Associates of the pilot reported that he purchased the glider in 2006, and the fly-in was the first time he had flown it since purchase.
The glider came to rest about 600 feet north of the arrival end of runway 16, in a level field consisting of brush and rubble. The entire cabin area forward of the wing leading edge was fragmented, with the tailcone and empennage remaining relatively intact. The tail section came to rest in a level attitude, on a heading of 270 degrees magnetic. The first identified point of impact consisted of a 6-inch-deep ground disruption, centered in the area of the fragmented cabin remnants. Two 16-feet-long and 4-inch-deep ground scars emanated outward from the disruption, on a heading of 72 and 252 degrees, respectively. Both wings remained attached to the center box section, which had become separated from the fuselage.
All sections of the glider were accounted for at the accident site.
NTSB Identification: WPR11LA481
Accident occurred Sunday, July 24, 2011 in Eden, UT
Aircraft: SCHLEICHER ASW-27, registration: N797V
On July 24, 2011, about 1725 mountain daylight time, a Schleicher ASW-27 glider, N797V, made an off-field landing in a rocky field near Eden, Utah. The pilot/owner operated the glider under the provisions of 14 Code of Federal Regulations Part 91 in a glider competition. The pilot, the sole occupant, was not injured; the glider sustained substantial damage to the tail section after it separated from the fuselage. Visual meteorological conditions prevailed for the glider competition, and no flight plan had been filed.
The event was upgraded to an accident on November 15, 20ll, following notification of structural damage to the tail section.
NTSB Identification: ERA11CA465
Accident occurred Wednesday, August 17, 2011 in Wakefield, VA
Aircraft: LET L 33 SOLO, registration: N388BA
ERA11CA465
The pilot stated that the glider was at 2,500 feet as he neared the completion of the second leg of his three-leg cross-country flight. He searched for lift and a suitable off-airport landing site simultaneously, in case he was unable to find lift. The glider encountered sink, and the pilot completed a landing to a soybean field. The glider touched down one-quarter mile prior to the point of intended landing and ground-looped, which resulted in substantial damage to the left wing. The pilot did not report any pre-impact mechanical anomalies that would have precluded normal operation.
NTSB Identification: CEN11LA585
Accident occurred Sunday, August 21, 2011 in Marshall, MI
Aircraft: AERO COMMANDER CALLAIR A-9B, registration: N7638V
On August 21, 2011, about 1758 eastern daylight time, an Aero Commander Callair A-9B airplane, N7638V, was substantially damaged when it impacted terrain following a glider tow operation at Brooks Field Airport (RMY), Marshall, Michigan. The pilot was airlifted from the scene in critical condition and died about 7 hours later. The airplane was registered to and operated by the Marshall Soaring Club. The flight was being conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight originated from RMY about 1755.
The pilot of the glider being towed by the accident airplane immediately prior to the accident reported that the takeoff was normal with the exception of some gusty winds. Beginning about 15 seconds into the flight, the airspeed began to repeatedly increase and decrease, with the airspeed oscillations growing in amplitude as they progressed. During the third or fourth airspeed cycle, he encountered a high intensity thermal. He lost sight of the tow plane briefly, relocating it below and slightly to the right of the glider. Tension on the tow rope was high and he elected to release from the tow. At that time the tow plane wings were level and it appeared to be stable. He subsequently returned for a landing.
A witness stated that the takeoff appeared to be normal. However, when the aircraft reached the end of the runway, it was clear that there was some turbulence. The glider pilot appeared to be having some difficulty staying in position behind the tow plane. At one point, the glider was subjected to a tugging motion. He interpreted this as tow line slack being taken out; although, it did not appear to be too severe. Shortly afterward, it was clear that the aircraft had separated. The tow plane was approximately 350 feet above ground level (agl). The right wing of the tow plane dropped and it entered a 60 to 70-degree nose down attitude. The airplane completed about one-half of a rotation before he lost sight of it behind some trees.
The airplane impacted an open field about 1/2 mile west of the departure end of the runway. The airplane sustained substantial damage to the wings and fuselage.
The wind was from 280 degrees at 14 knots, gusting to 19 knots, about the time of the accident.
NTSB Identification: WPR11CA411
Accident occurred Sunday, August 28, 2011 in Warner Springs, CA
Aircraft: SCHWEIZER SGS 2-32, registration: N5840V
Injuries: 1 Serious,2 Uninjured.
According to the pilot, his release from the tow plane was normal. He released the tow rope at 7,100 feet mean sea level (msl) while over a 6,500-foot msl mountaintop for a planned 1/2-hour sightseeing flight. Little to no indication of lift was noted in the area, and the pilot reversed course. When the glider had descended to 6,900 feet msl and was continuing to rapidly descend, the pilot again reversed course toward lower elevation terrain. The glider’s altitude was insufficient to clear a ridgeline. On the side of the mountain, about 6,400 feet msl, the glider impacted rocks, trees, and shrubs, which resulted in the glider’s wings breaking.
The pilot’s inadequate altitude to clear a ridgeline while maneuvering over a mountainous area.
WPR11CA411
According to the pilot, his release from the tow plane was normal. The pilot released the tow rope at 7,100 feet mean sea level (msl) while over a 6,500-foot mean sea level (msl) mountaintop for a planned 1/2-hour sightseeing flight. Little to no indication of lift was noted in the area, and the pilot reversed course. When the glider had descended to 6,900 feet msl and was continuing to rapidly descend, the pilot again reversed course toward lower elevation terrain. The glider’s altitude was insufficient to clear a ridgeline. On the side of the mountain, about 6,400 feet msl, the glider impacted rocks, trees, and shrubs, which resulted in breakage of the glider’s wings, and serious injuries to the pilot.
Aircraft: DG FLUGZEUGBAU GMBH DG 1000S, registration: 7760A
On October 13, 2011, about 1558 Pacific daylight time, a Flugzeugbau DG 1000 S glider, N7760A, impacted terrain while being ground launched from a tow vehicle at Cle Elum Municipal Airport (S93), Cle Elum, Washington. The commercial pilot, the sole occupant, was fatally injured and the 2-seat glider sustained substantial damage. The glider was registered to Northwest Eagle Soaring LLC, and operated under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan had been filed.
The NTSB investigator-in-charge and law enforcement officials interviewed multiple witnesses located adjacent to the departure runway. The witnesses reported that the first stage of auto-tow launch appeared normal, and the glider became airborne within the first one-third of the runway. Shortly thereafter, about three-quarters of the way down the asphalt runway, the glider pitched to a steep nose-high attitude. As the glider ascended through about 100 – 125 feet above the ground, the rope slackened. The glider continued to ascend, and then leveled off about 200 feet above the end of the runway. Shortly after, the glider entered a steep right bank and descended into the ground. As it descended, the glider turned approximately 300 degrees from its initial departure heading before it impacted terrain.
Runway 07/25 is 2,552 feet in length and 40 feet wide. The runway is bordered to the north by large conifer trees.
NTSB Identification: CEN12CA038
Accident occurred Sunday, October 16, 2011 in Indianapolis, IN
Aircraft: PIPISTREL SINUS 912, registration: N9013H
CEN12CA038
The pilot reported that the motor-glider encountered a wind gust during the landing flare that resulted in a 15-degree runway misalignment. The pilot considered a go-around, but elected to attempt a landing in the grass adjacent to the runway as the safest course of action. He stated that another wind gust "caught" the right wing and the motor-glider ground looped in the grass. The motor-glider subsequently nosed over and received substantial damage to its fuselage. The pilot reported no mechanical malfunctions or failures. A weather reporting station near the accident airport recorded the wind speed as 15 knots gusting to 25 knots. The reported wind direction was aligned with the runway direction.