Source: http://soaringsafety.org/accidentprev/ntsb2003.htm
Timestamp: 2020-06-04 04:13:09
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NTSB Accidents - 2004
NTSB SUMMARIES - 2002
These summaries are taken directly from NTSB final and preliminary reports and contain no comments from the Soaring Society of America or the Soaring Safety Foundation.
NTSB Identification: ANC04FA016A
Accident occurred Sunday, December 28, 2003 in Peoria, AZ
Aircraft: Piper J3C-65, registration: N2094M
The nose and front seat passenger compartment of the Schleicher glider was crushed and displaced aft.
There were no preaccident mechanical anomalies noted with the accident glider.
Piper J3C-65 pilots:
Postmortem examinations of both pilots were conducted under the authority of the Maricopa County, Forensic Science Center, 701 West Jefferson Street, Phoenix, Arizona, on December 30, 2003. The examination revealed that the cause of death for both pilots was blunt force deceleration injuries due to an airplane crash.
On March 4, 2004, a toxicological examination was conducted on samples from both pilots of the Piper. The FAA's Civil Aeromedical Institute (CAMI) reported the presences of Doxazosin in both sets of samples submitted. Doxazosin is a prescription medication used to treat symptoms of benign prostatic hypertrophy. It is also indicated for the treatment of high blood pressure. Doxazosin is routinely approved by the FAA for treatment of these conditions after an appropriate evaluation.
Schleicher ASK-21 aerobatic glider pilot:
A postmortem examination of the pilot was conducted under the authority of the Maricopa County, Forensic Science Center, 701 West Jefferson Street, Phoenix, Arizona, on December 30, 2003. The examination revealed that the cause of death of the pilot was blunt force deceleration injuries due to an airplane crash.
A toxicological examination was conducted on samples from the glider pilot by the FAA's Civil Aeromedical Institute (CAMI) on March 1, 2004, and was negative for any alcohol or drugs.
Witness Provided Video Information
A witness, who was filming the Schleicher glider during the accident flight, captured the entire accident sequence on a hand-held video recorder. A copy of the videotape, which included the in-flight collision, was loaned to the NTSB IIC. Review of the videotape revealed that as the Schleicher glider was performing a loop within the prescribed aerobatic box, the glider climbed to an altitude of about 800 feet agl. As the Schleicher glider reached the top of the loop, the nose lowered, eventually pointing straight down. Concurrently, the Piper enters the field of view, passing from right to left, in level flight. Just prior to impact, with the nose of the Schleicher glider still pointing straight down, the nose of the glider appears to rotate slightly past vertical in an attempt to avoid the collision. Subsequently, the left wing of the Piper collides with the tail of the glider, between the empennage and the main fuselage, severing the empennage of the glider, as well as severing a 4-foot section of the Piper's left wing and left aileron. After the collision, the Schleicher glider then rolls inverted, and then descends to the desert floor, and out of view of the camera. Both the portions of the Piper's severed wing, along with the severed empennage of the Schleicher glider, are seen falling to the desert floor, directly below where the collision occurred. Following the initial in-flight collision, the Piper's uncontrolled descent was not recorded. The copy of the videotape was returned to the owner.
The FAA's Aeronautical Information Manual (AIM), Section 5. Pilot/Controller Roles and Responsibilities, section 5-5-8, See and Avoid, states, in part:
"a. Pilot - When meteorological conditions permit, regardless of type of flight plan or whether or not under control of a radar facility, the pilot is responsible to see and avoid other traffic, terrain, or obstacles."
Federal Aviation Regulation (FAR) 91.113, Right of Way Rules: Except water operations, states, in part:
(b) General. When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. When a rule of this section gives another aircraft the right of way, the pilot shall give way to that aircraft and may not pass over, under, or ahead of it unless well clear. (c) In distress. An aircraft in distress has the right of way over all other air traffic. (d) Converging. When aircraft of the same category are converging at approximately the same altitude (except head-on, or nearly so), the aircraft to the other's right has the right of way. (e) Approaching head-on. When aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the right. (f) Overtaking. Each aircraft that is being overtaken has the right of way and each pilot of an overtaking aircraft shall alter course to the right to pass well clear."
Federal Aviation Regulation (FAR) 91.103, Preflight Action states, in part:
According to the FAA, effective January 23, 2004, the aerobatic box was relocated an additional one-half of a kilometer (1,640 feet) to the north of its previous position. The southern boundary of the aerobatic box is now approximately 3,130 feet north of the centerline for runway 5L. The airport's segmented circle, located in the center of the airport, adjacent to the intersection of runways 5L and 32, continues to depict a left-hand traffic pattern when departing from runway 5L, which is in conflict with the current southwestern airport facilities directory which states the traffic departing 5L should fly a right-hand traffic pattern.
The Safety Board released the wreckage of both airplanes to the owner's representatives, at the accident site, on December 29. No parts or components were retained by the Safety Board.
NTSB Identification: NYC03FA206.
Accident occurred Saturday, September 27, 2003 in Bardstown, KY
Probable Cause Approval Date: 6/30/2004
Aircraft: Piper PA-18-180, registration: N4314Z
On September 27, 2003, about 1315 eastern daylight time, a Piper PA-18-180, N4314Z, was destroyed during a collision with terrain, while maneuvering to land at Samuels Field (BRY), Bardstown, Kentucky. The two certificated flight instructors were fatally injured. Visual meteorological conditions prevailed for the local instructional flight conducted under 14 CFR Part 91.
According to witnesses at the airport, the instructor seated in the rear was teaching glider-tow procedures to the instructor seated in the front. The wind was calm, and the airplane had completed five takeoffs and landings on runway 02 at BRY. The sixth landing was on runway 20, and the airplane was taxied to the fuel pumps for refueling. The airplane was "topped off" with fuel and then taxied to runway 02 for takeoff. There was no known eyewitnesses to the accident. However, several witnesses heard the airplane depart, and several minutes later, they heard an explosion. The witnesses then observed a fire at the approach end of runway 20.
The pilot seated in the rear, giving instruction, held a commercial pilot certificate; with ratings for airplane single engine land, instrument airplane, and glider. He also obtained a flight instructor certificate on April 30, 2003, with ratings for airplane single engine land and glider.
The pilot giving instruction had accumulated approximately 1,063 hours of total flight time. During the 90-day period prior to the accident, the pilot had flown about 9 hours in the same make and model as the accident airplane.
The pilot giving instruction was issued his most recent FAA second class medical certificate on May 9, 2003.
The pilot seated in the front, receiving instruction, held a commercial pilot certificate; with ratings for airplane single engine land, instrument airplane, and glider. He obtained a flight instructor certificate on June 26, 2003, with ratings for airplane single engine land and glider.
The pilot receiving instruction had accumulated approximately 668 hours of total flight time. During the 90-day period prior to the accident, the pilot had flown about 12 hours, which included 1 hour in the accident airplane.
The pilot receiving instruction was issued his most recent FAA second class medical certificate on June 9, 2003.
The most recent annual inspection of the airplane was completed on March 22, 2003. At that time, the airplane had accumulated 4,832 total hours of operation. The airplane had accumulated 69 hours of operation from the annual inspection until the time of the accident.
The reported weather at an airport about 20 miles northwest of the accident site, at 1255, was: wind from 330 degrees at 4 knots, visibility 7 miles, few clouds at 2,000 feet, few clouds at 10,000 feet, scattered clouds at 25,000 feet, temperature 66 degrees F, dew point 48 degrees F, altimeter 29.90 inches Hg.
The wreckage was located in a grass area, about 75 feet prior to runway 20, and right of the runway centerline. The wreckage was examined on September 28, 2003. The airplane was consumed by fire, but all major portions of the airframe were accounted for at the accident site. An approximate 95-foot debris path originated with a ground scar, and extended on a 150-degree heading. The path consisted of divots in the earth, and portions of the left wing. The wreckage was oriented about a 330-degree heading, upright, with the empennage canted left.
Flight control continuity was confirmed from all control surfaces to the cockpit area. The horizontal and vertical stabilizer sustained no impact damage, and the elevator trim jackscrew corresponded to an approximate neutral trim setting. The left wing sustained impact damage at the outboard leading edge. The aileron remained attached to the left wing, and the flap was destroyed by fire. The right wing sustained little damage to the leading edge. The right aileron and a portion of the right flap remained attached to the wing. Due to impact and fire damage, the flap position could not be determined. The cockpit was crushed and charred, and no readable flight instruments were recovered. The fuel selector was found positioned near the left tank setting.
The engine remained attached to the airframe. One propeller blade exhibited leading edge gouging, and the other propeller blade tip was curled forward. All spark plugs and valve covers were removed from the engine. The spark plug electrodes were intact and light gray in color, except for the number two and four bottom plugs, which were coated with oil. The propeller rotated freely by hand. Crankshaft, camshaft, and valve train continuity were confirmed. Thumb compression was attained on all four cylinders. Approximately five quarts of oil were drained from the engine. Due to heat damage, the left and right magnetos could not be tested. The carburetor was removed for inspection. The floats were intact and the carburetor fuel screen was absent of debris. Some non-metallic debris was noted on the oil pressure screen and oil suction screen, but they were predominately clean. A water-like liquid was observed in the engine and carburetor; however, firefighters had sprayed the wreckage the previous day.
An autopsy was performed on the pilots by the Commonwealth of Kentucky, Office of the Chief Medical Examiner, Louisville, Kentucky.
Toxicological testing was conducted on the pilot in the front seat at the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma. Toxicological testing was conducted on the pilot in the rear seat at the University of Louisville Hospital, Louisville, Kentucky.
The wreckage was released to a representative of the owner's insurance company on September 28, 2003.
NTSB Identification: LAX03LA291
Accident occurred Friday, September 19, 2003 in Lone Pine, CA
Aircraft: Schempp-Hirth Standard Cirrus, registration: N71DA
On September 19, 2003, at 1503 Pacific daylight time, a Schempp-Hirth Standard Cirrus glider, N71DA, collided with an electric transmission guy wire about 1.6 miles east of the Lone Pine Airport, Lone Pine, California. The glider was owned by the pilot and operating under the provisions of 14 CFR Part 91. The private pilot received fatal injuries, and the glider was substantially damaged. Visual meteorological conditions prevailed, and no flight plan had been filed. The local area personal flight originated about 1440 from Lone Pine Airport via a tow plane.
The tow plane pilot reported that he observed a spoiler or spoilers during the initial tow. The tow pilot alerted the pilot by radio by stating "spoilers spoilers" glider on tow, with no response. The tow pilot gave the glider pilot a rudder wag as an additional signal that the spoilers were deployed rather than being stowed. Subsequently, the glider pilot stated on radio that he had a spoiler problem.
The glider pilot released from the tow about 3,400 feet above ground level, and 3.5 miles east of the airport. The tow pilot stated on the radio that he would take the dirt runway, allowing the glider to land on the paved surface.
Post accident examination of the glider revealed that the spoilers had not been connected prior to flight.
NTSB Identification: CHI03LA317.
Accident occurred Wednesday, September 10, 2003 in Highland, IL
Probable Cause Approval Date: 3/2/2004
Aircraft: Burkhart Grob G102 Club Astir IIIB, registration: N424BG
On September 10, 2003, at 1630 central daylight time, a Burkhart Grob G102 Club Astir IIIB (glider), N424BG, piloted by a commercial pilot, sustained substantial damage when it impacted terrain during an off-airport landing near Highland-Winet Airport (H07), Highland, Illinois. Visual meteorological conditions prevailed at the time of the accident. The flight was operating under the provisions of 14 CFR Part 91 without a flight plan. The commercial pilot reported no injuries. The flight departed H07 at 1600.
According to the pilot's written statement, he released the glider from the tow-plane at 3,000 feet. The pilot stated that he "attempted to work several thermals that were weak and soon dissipated." The pilot reported he was unable to gain or maintain attitude and decided to return to H07. The pilot stated he encountered a "strong and prolonged downdraft that caused rapid loss of altitude." The pilot reported he was unable to reach H07 and elected to perform an off-airport landing. During landing, the wingtip of the glider contacted vegetation, which resulted in the glider ground looping and impacting terrain.
NTSB Identification: LAX03CA277.
Accident occurred Saturday, August 30, 2003 in Yreka, CA
Aircraft: PZL PW-5, registration: N105PS
On August 30, 2003, at 1416 Pacific daylight time, a non-powered PZL Swidnik PW-5 glider, N105PS, impacted trees after a loss of thermal lift near Yreka, California. The pilot/owner was operating the glider under the provisions of 14 CFR Part 91. The private pilot, the sole occupant, sustained minor injuries; the glider sustained substantial damage. The local flight departed Siskiyou County Airport, Montague, California, about 1330. Day visual meteorological conditions prevailed, and no flight plan had been filed. The primary wreckage was at 41 degrees 43 minutes north latitude and 122 degrees 46 minutes west longitude.
In a telephone interview, the pilot reported that he was released from a tow airplane near mountains at 5,600 feet mean sea level (msl). He climbed, using thermals, to 7,500 feet msl and began to maneuver toward a ridge. The glider was caught in a downdraft and descended at a rapid pace. He turned the glider to face into the ridge while losing altitude. As he came closer to the treetops on the mountain, he lifted the nose, which resulted in a loss of airspeed. The glider stalled into the trees. After the accident, the pilot radioed for help and successfully met up with a rescue team.
The pilot speculated that the downdrafts were from a wave effect from mountains that were just south of the accident location. During the pilot's glider training, his intructors taught him to always turn away from ridges when "thermaling," in efforts to avoid downdrafts.
In a written statement, the pilot observed that the glider damage consisted of the right wing being torn off, the tail boom broken, and the left wing broken at the aileron. There were no mechanical malfunctions reported.
NTSB Identification: SEA03FA179.
Accident occurred Monday, August 25, 2003 in Driggs, ID
Probable Cause Approval Date: 3/30/2004
Aircraft: Aero Commander Callair A-9B, registration: N7924V
On August 25, 2003, approximately 1330 mountain daylight time, an Aero Commander Callair A-9B, N7924V, impacted a fence during the landing roll, after losing power just after takeoff from Reed Memorial Airport, Driggs, Idaho. The airline transport pilot, who was the sole occupant, was not injured, but the aircraft, which is owned and operated by Teton Avjet, sustained substantial damage. The 14 CFR Part 91 glider tow flight was being operated in visual meteorological conditions. No flight plan had been filed.
According to the pilot, who had just departed the airport with a glider in tow, upon reaching 200 feet above the ground, he heard a loud "explosion" followed by smoke coming from the engine compartment. The aircraft then experienced a complete loss of engine power. He therefore released the glider, which made a successful landing, and attempted a forced landing in a nearby field. Although the initial touchdown was uneventful, during the landing roll the aircraft impacted a fence before the pilot was able to bring it to a stop.
In addition to the substantial damage to the airframe, inspection of the engine found the number six connecting rod extending out of the top of the crankcase, and the case itself cracked completely around its circumference. The oil sump was intact, and the dip stick indicated eight of the possible 12 quarts were still present. There was no indication of heat stress due to lack of lubrication.
Upon further engine disassembly, it was determined that the counterweight roller pin was no longer present in the number one counterweight roller pin hole, and the roller pin retaining washer and circlip were missing from the front (propeller flange side) of the subject counterweight hole (see diagram #1). The roller pin, circlip (in two pieces) and about one-third of the pin-retaining washer were found in the engine oil sump. Further inspection revealed two circular gouges, one 20 millimeters in diameter and the other 15 millimeters in diameter, on the outer ridges of the shaft of the number five connecting rod. These gouges were directly in front of where the number five shaft normally rotates past the forward end of the number one counterweight hole (see photos #1 and #2). In addition it was found that the bushing in the forward face of the number one counterweight hole had been forcefully cocked about 30 degree from its normal installation alignment, and there was a one millimeter by three millimeter gouge along the outer lip of the bushing. Immediately adjacent to the gouge on the bushing, there was a circular shaped gouge/compression in the body of the counterweight itself. The center of this gouge, which measured eight millimeters by twelve millimeters, contained a bluish-black heat signature (see photo #3).
There was contact damage on the shaft of the number six connecting rod, which was bent about 30 degrees about mid-shaft. Both of its rod cap bolts had fractured, and the rod cap had come off. Both cap bolts had necked down to the point of the fracture, and the fracture surfaces were dull gray and fibrous, with numerous jagged 45 degree edges.
As part of the inspection, all of the remaining counterweight roller pins, retaining washers, and circlips were removed from the counterweights, and the counterweights were removed from their mounting tangs/blades. Inspection of the removed circlips established that all of them had clear and distinct wear patterns on their inward facing (toward the washer) and outward facing surfaces. On their inward face the circlips displayed a well-developed shinny wear pattern over most of their surface, except along the inner and outer edges (see photo #4). The well-developed shinny wear pattern on their outward face (see photos #5 and #6) was present only along the outermost edge, and was less than one millimeter wide. All of the removed circlips, except the number two aft circlip, were found to be installed with the "sharp edge" outward, as is called for in Textron Lycoming Service Instruction No. 1012F. The number two aft circlip was found to be installed with the "sharp edge" facing inward.
Optical examination of the faces of the failed circlip with a binocular microscope determined that no clear or well developed wear pattern was present on either side. The rounded-edge face of the circlip showed a very slight rubbing/buffing pattern along most of its outer edge, coinciding with the location of the well-developed pattern on the outer circumference of the sharp-edge face of all but one of the other circlips. No discernable rubbing, buffing, or wear pattern was detected on the sharp-edge face of the number one circlip.
All of the removed retaining washers, except the aft washer on hole number one, had a very well developed circular wear pattern on their inward facing (toward the roller pin) surfaces (see photos #7 and #8). The number one hole aft washer showed only a very slight unclearly-defined wear pattern (see photo #9).
According to the engine log book, the engine was overhauled by the owner/operator of the aircraft, Teton Aviation Center, on August 5, 2003. As part of that process, the crankcase halves, the crankshaft, and the connecting rods were sent to Engine Components, Inc., (ECI) for inspection and overhaul. According to ECI work order 44673, the crankshaft was plated and polished, and both the crankshaft blades and the counterweight bodies were rebushed. The components were then returned to Teton Aviation Center for installation in the overhauled engine. At the time of the accident, the engine had accumulated approximately 21 hours of time in service since the overhaul.
NTSB Identification: MIA03LA162A
Accident occurred Saturday, August 16, 2003 in West Palm Beach, FL
Aircraft: Piper PA-25-235, registration: N8785L
On August 16, 2003, about 1146 eastern daylight time, a Piper PA-25-235, N8785L, registered to and operated by Barry Aviation, Inc., and a Robinson R22 Beta, N341ZG, registered to and operated by Ocean Helicopters, Inc., collided in-flight at the North Palm Beach County General Aviation Airport, West Palm Beach, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the Piper airplane which was in the process of towing a glider before the collision occurred. No flight plan was filed for the Robinson helicopter that was operating in accordance with 14 CFR Part 91 as an instructional flight. The Piper airplane and the Robinson helicopter were both substantially damaged, and the commercial-rated pilot of the Piper airplane sustained serious injuries; the certified flight instructor (CFI) and pilot-rated student of the Robinson helicopter both sustained minor injuries. The pilot of the glider released and landed uneventfully, the pilot was not injured. The flight of the Piper airplane was originating at the time of the accident; the flight of the Robinson helicopter originated about 1100 hours, from the North Palm Beach County General Aviation Airport.
The CFI of the helicopter reported she decided to complete the flight lesson that day with her demonstrating to her student a 180-degree autorotation. She had flown in the traffic pattern for runway 8L since takeoff, and when the flight was 1/2 down the runway in the downwind leg, reported on the UNICOM frequency that the flight was on the downwind setting up for a 180-degree autorotation. The flight continued, she entered the autorotation, and when abeam the hold short line of runway 13, she observed the Piper tow plane and glider were not moving and were in position at the approach end of runway 8L. She continued the autorotation to the tarmac strip, and recovered to a hover. The next thing she recalled was an impact followed by impact with the ground.
The pilot of the airplane reported that he had been towing gliders in the accident airplane earlier that day, and after landing following another glider tow, the next glider was connected. He monitored the radio while the glider pilot was getting ready, and confirmed the glider pilot was ready for departure. The "sky" was cleared for traffic by wing walkers; he cleared for traffic in his entire field of view, and did report seeing a helicopter just starting the downwind leg for runway 8L. He made a radio call stating, "North County traffic, tow plane and glider departing 8L, off the grass, North County." He began the takeoff roll and when the airplane was approximately 100 feet above ground level, he saw an orange colored helicopter off his left side. He felt an impact, and the airplane had a tendency to bank left. He pulled to release the glider, and the airplane impacted the ground nose and left wing low.
NTSB Identification: CHI03LA328.
Accident occurred Saturday, August 16, 2003 in Highland, IL
Probable Cause Approval Date: 6/2/2004
Aircraft: LET L-13 Blanik, registration: N302SL
On August 16, 2003, at 1105 central daylight time, a LET L-13 Blanik glider, N302SL, piloted by an airline transport pilot, sustained substantial damage when it overran runway 36 (2,692 feet by 200 feet, dry turf) and subsequently collided with a road embankment at Highland-Winet Airport (H07), Highland, Illinois. Visual meteorological conditions prevailed at the time of the accident. The solo-instructional flight was operating under the provisions of 14 CFR Part 91 without a flight plan. The pilot did not report any injuries. The local flight departed H07 at 1040 and was returning at the time of the accident.
According to the pilot's written statement, he was obtaining flight instruction for the addition of a glider rating and the accident occurred during his first solo flight. The pilot stated the flight was uneventful until he turned onto final approach. The pilot reported that he was high on final and had to slip to loose altitude. The pilot stated that during the slip the glider had "picked up some airspeed." The pilot reported that the glider landed "long, fast, and as a result hit the mound at the edge of the airport perimeter dirt road."
The pilot stated that several witnesses recalled not seeing the spoilers deployed during the final approach and landing. The pilot surmised that he had mistakenly repositioned his hand on the flap lever and as a result had been raising and lowering the flaps instead of the spoilers.
NTSB Identification: DEN03LA143.
Accident occurred Thursday, August 07, 2003 in Boulder, CO
Aircraft: Schempp-Hirth Ventus B/16.6, registration: N25RN
On August 7, 2003, at 1415 mountain daylight time, a Schempp-Hirth Ventus B/16.6 glider, N25RN, was substantially damaged during a precautionary landing in Gross Reservoir, near Boulder, Colorado. The commercial certificated flight instructor, the sole occupant on board, was not injured. Visual meteorological conditions prevailed. No flight plan had been filed for the cross-country flight being operated under the provisions of Title 14 CFR Part 91. The glider departed Boulder, Colorado, at 1130.
According to the pilot, he was soaring 8 miles northeast of Mount Evans, when he noted the formation of thunderstorms and rain showers along his route of flight. He elected to return to Boulder. During his return flight, thunderstorms developed along the foothills, just west of Boulder. Due to the inadequate lift to sustain flight and with unsuitable terrain between his position and Boulder, the pilot decided to ditch the glider in Gross Reservoir. The pilot reported that he positioned the glider to land into the wind, a "west/northwest direction[,] parallel to the shore." During the impact with the water, the glider canopy was destroyed and the wings were separated from the fuselage at mid-span.
NTSB Identification: SEA03LA157.
Accident occurred Monday, July 28, 2003 in Hood River, OR
Aircraft: Schleicher ASW-24E, registration: N24YB
NTSB Identification: ATL03LA118
Accident occurred Saturday, July 19, 2003 in Hendersonville, NC
Aircraft: Boeing PT-17, registration: N411BT
On July 19, 2003, at 1409 eastern daylight time, a Boeing PT-17, N411BT, registered to a private owner, operated as a 14 CFR Part 91 glider tow flight, lost engine power in cruise flight over Hendersonville, North Carolina. The pilot made an approach for an emergency landing to a street and collided with two moving cars with on landing rollout. Visual meteorological conditions prevailed and no flight plan was filed. The airplane received substantial damage. The commercial pilot, one passenger, and 4 occupants of private automobiles reported minor injuries. The flight originated from Hendersonville, Airport, Hendersonville, North Carolina, on July 19, 2003, at an undetermined time.
The passenger in the airplane stated after takeoff the pilot climbed the airplane to 5,100 feet and released the glider. They turned back towards Hendersonville and the pilot started some aerobatics over the city. They eventually returned to level flight over the city about 1,000 feet when the engine quit. During the accident sequence the passenger stated he was knocked out.
The pilot stated he was flying at 5,100 feet and released the glider that was in tow. He contacted approach control, cancelled flight following, and descended to 1,000 feet over the city of Hendersonville, North Carolina. He was in cruise flight when the engine quit. He checked the throttle, mixture, propeller rpm, and made a forced landing to a street. On landing rollout the airplane collided with two cars and separated a wing from the airplane. The pilot stated he had conducted 3 or 4 glider tow flights before the accident. When asked when the airplane was last refueled the pilot stated, "the weekend before last or it could of been sometime last week at the Hendersonville Airport." He further stated during the preflight inspection that the fuel tank was half full. When asked if he checked the fuel after the accident the pilot stated no. When asked if he was aware that the police had checked the fuel tank, and no fuel was present, the pilot stated no. He further stated the reason he did not attempt an engine restart when the engine quit was because he knew there was no fuel in the airplane.
According to the Hendersonville Police Department the pilot and passenger were transported to Pardree Hospital. A police officer smelled the odor of alcoholic beverage on the pilot's breath and a blood alcohol test was ordered and administered at 1540, 1 hour and 30 minutes after the accident. The specimens were forwarded to the North Carolina State of Investigation, Raleigh, North Carolina for analysis. The pilot informed the police that he had consumed some beers prior to midnight or 0030 hours. In addition, the pilot stated that he kinda got "wrapped up in the moment" and must have run out of fuel. The guardian of the foreign exchange student passenger stated he went to the hospital to check on the exchange student medical condition. While in the waiting room at the hospital he overheard the accident pilot talking to what he thought were some other pilots. He heard the pilot state, "I think I just ran out of gas."
Initial examination of the airplane by a Hendersonville Police Department Police Officer revealed no visible fuel was present in the fuel tank. A faint smell of fuel was present. The fuel gauge indicated empty and there were no signs of a fuel leak or fuel present on the pavement around the airplane.
A recovery crew obtained by the registered owner removed the airplane to a secure area. The recovery personnel stated the airplane fuel tank held 49 gallons of fuel of which 46 gallons were useable fuel. The recovery crew drained about eight ounces of fuel from the fuel tank.
Examination of the airplane revealed the fuel tank located in the upper wing center section was intact including the fuel lines from the fuel tank to the gascolator and carburetor. Eight ounces of additional fuel was drained from the fuel tank. The fuel line from the gascolator to the carburetor was removed at the carburetor. The gascolator was drained and contained about 6 ounces of fuel.
The results of the specimens sent to the North Carolina State Bureau of Investigation revealed the pilot's alcohol concentration was 0.08 grams of alcohol per 100 milliliters of whole blood. The report was provided to the NTSB and the FAA. The FAA initiated airman certificate action against the pilot.
Review of 14 CFR Part 91.17 Alcohol or drugs states,
(a) No person may act or attempt to act as a crewmember of a civil aircraft-
Review of the North Carolina Driver License System revealed the pilot was charged and convicted of driving a motor vehicle while impaired in 1998, and received a 30-day revocation of his driver's license. The pilot reported the offense when he updated his medical certificate. No FAA enforcement action was taken.
NTSB Identification: NYC03FA162.
Accident occurred Saturday, July 19, 2003 in Rock Hill, NY
Probable Cause Approval Date: 4/28/2004
Aircraft: Start & Flug H101, registration: N999JB
On July 19, 2003, about 1730 eastern daylight time, a Start & Flug, H101 "Salto" glider, N999JB, was substantially damaged during an off-airport landing in Rock Hill, New York. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed for the personal flight that departed from Wurtsboro-Sullivan County Airport (N82), Wurtsboro, New York. No flight plan had been filed for the local flight that was conducted under 14 CFR Part 91.
A witness observed the accident pilot preparing his glider for flight, and reported that nothing seemed out of the ordinary with the glider. He also described the pilot as a, "by the book" person.
According to the tow-pilot, about 1500, he towed the accident glider aloft, and released him at an altitude of 2,500 feet above ground level. The tow-pilot returned to Wurtsboro, and there was no further communications with the glider. The next time the glider was observed, was just prior to the accident, when the glider was about 6.5 nautical miles northwest of the airport.
One witness, who was south of the accident site, reported that he saw the glider circling and then disappear toward the north.
Another witness, who was also south of the accident site, saw a glider approach his position from the east. He thought there was something trailing behind the glider like a parachute. The glider then disappeared behind trees.
A witness, driving south on Glen Wild Road, saw the glider traveling parallel to the road, in a southerly direction, about 200 feet above the ground. The glider made a left turn and reversed course, heading north, then disappeared below the trees. The witness continued traveling south, and when he saw the glider again, it was in the middle of the road, inverted.
The accident occurred during the hours of daylight at 41 degrees, 38.255 minutes north latitude and 74 degrees, 35.726 minutes west longitude.
The pilot held a private pilot certificate with ratings for airplane single engine land, and glider (aero-tow). The pilot's last airman medical certificate was a third class and was issued on December 16, 1998. A medical certificate was not required to operate gliders. The pilot's last flight review was conducted on July 15, 2003, 4 days prior to the accident. No problems were noted during the review. According to the pilot's log book, he had accumulated a total flight experience of about 196 hours in gliders, and about 67 hours in airplanes.
The pilot had accumulated 46 hours in the H101. In the preceding 12 months, he had logged 7.9 hours in gliders, including 4.9 hours in the H101. The last logged flight in the H101 occurred on November 24, 2002. In the year 2003, he had logged 3 flights, all within the 30 days that preceded the accident, and all in a Schweizer 2-33A. The last logged flight was his flight review.
The glider was fiberglass constructed, single seat, mid-wing design, with a butterfly tail. The glider was equipped with a single wheel in the bottom of the fuselage. The high point on top of the fuselage was the canopy over the pilot's head, which extended above the top of the fuselage. There was no roll-bar or other device to prevent injury to the pilot's head if the glider came to rest upside down. The wing span was 44.6 feet.
The 1715 weather observation from Sullivan County Airport, Monticello, New York, which was located 10 nautical miles away on a magnetic bearing of 310 degrees, included winds from 240 degrees at 8 knots with no gusts, and visibility 10 statute miles.
The 1654 weather observation from Orange County Airport, Montgomery, New York, which was located 16 nautical miles away on a magnetic bearing of 130 degrees, included winds from 240 degrees at 6 knots with visibility of 10 statute miles.
The glider was examined at the accident site on July 19, 2003. The glider was near the center of a road, upside down, and pointed in the direction it came from. The left wing tip was embedded in the dirt bank on west side of the road. The debris trail was on a magnetic heading of 050 degrees.
The ruddervators were bent outboard and had scrape marks on their inboard surfaces. Similar scrape marks were found on the nose of the glider, forward of the cockpit, and the top surfaces of both wings. The control surface on the left ruddervator was detached.
All flight controls were checked and found to be connected. Flight control continuity was confirmed to the ruddervators and ailerons, and their corresponding cockpit controls.
The speed brakes were extended on the left and right wings.
The tail cone and drag chute were missing from the glider and not recovered.
The canopy was shattered, and the canopy ring was in place.
Broken tree branches were found about 19 feet left of the center of the roadway, and about 20 feet above the road. This was 212 feet from where the glider came to rest.
Traveling in the direction of the glider, a ground scar started 161 feet from the broken tree branches. The ground scar was located 8 feet to the left of the centerline of the road and measured 6 feet long.
The glider was located an additional 51 feet further along the road, as measured to the cockpit.
On July 19, 2003, an autopsy was conducted by a Forensic Pathologists for Sullivan County, New York.
The accident site was a two-lane road, with a paved width of 20 feet. There was additional clear space of about 10 feet to the west, and about 20 feet to the right from the edge of the road. A dirt bank was located on the west side of the road, and extended above the level of the road for about 4 feet. On the east side of the road, the terrain was lower. The branches of trees growing on both sides of the road arched toward the middle of the road. About 1,000 feet north of the accident site, an open field was found on the east side of the road. This open area measured in excess of 600 feet long, and 100 feet wide, with approaches over trees from either direction.
The aircraft wreckage was released to Wurtsboro Flight Service on July 20, 2003.
NTSB Identification: DEN03LA128.
Accident occurred Monday, July 14, 2003 in Morgan, UT
Probable Cause Approval Date: 9/1/2004
Aircraft: Grob G103 Twin Astir, registration: N27TA
On July 14, 2003, at 1650 mountain daylight time, a Grob G103 Twin Astir glider, N27TA, was destroyed when it impacted terrain near Morgan, Utah. The commercial pilot in the front seat was fatally injured and the airline transport pilot-in-command in the back seat was seriously injured. The glider was being operated under Title 14 CFR Part 91. Visual meteorological conditions prevailed for the local flight that originated from Morgan County Airport (42U), Morgan, Utah, at 1423.
According to the statement provided by the pilot, he and the second pilot met at the airport at approximately 1405. The second pilot (the owner of the glider) had already prepared for the flight and they proceeded to organize for their tow. The tow pilot said that "the lift was weak down low, but as we got higher the lift got better." The glider released from the tow line at 9,200 feet. The tow pilot said that when he descended into the valley, to return to the airport, the lift was "O.K.," but there wasn't very much sink either. The pilot said the flight was uneventful, and he and the second pilot took turns flying. During the flight, they calculated their ground speed several times, and found that the winds varied from 5 to 7 knots.
The pilot said that good lift became more difficult to find, so they decided to return to the airport. On the return flight they encountered a little sink, but "we couldn't find any lift." They quickly realized that "the lift conditions that were present were not going to get us back into Morgan [airport]." The pilot said that they located a field of "cut alfalfa, west of the city," which became their primary field for an off-airport landing.
The glider encountered ridge lift, so they continued north to see how long the lift "held out." The lift did not last so they reversed course towards their primary field. After reversing course, the glider experienced "a straight level shear," dropping in airspeed from 60 knots, to 40 to 42 knots. The left wing dropped to approximately 20 degrees, the nose dropped, and the plane rotated to the left. This positioned the glider directly towards the mountain slope and "head on." The pilot took control of the glider, adding "full right aileron and right rudder to coordinate" the glider. Due to the loss of altitude and rising terrain, they were unable to sustain flight. He pitched the nose down to gain airspeed so that they could match the contour of the mountain during impact.
During impact, the glider slid up the mountain approximately 17 feet prior to impacting a rock. The rock penetrated the floor of the fuselage pushing the pilot and second pilot "up and through the canopy." The glider became airborne again, flying over the ridge, and traveled another 117 feet before impacting the terrain for a second time. The glider slid over the edge of the ridge, and came to rest approximately 20 feet from the second impact point. The nose of the fuselage was crushed in and the empennage was broken from the fuselage. The second pilot died in the hospital early the following morning.
The pilot held an airline transport pilot certificate with an airplane multiengine land rating, a commercial pilot certificate with airplane single engine land and glider ratings in addition to a flight instructor certificate with airplane single and multiengine, instrument and glider ratings. He was issued a FAA first class medical certificate on June 3, 2003. According to his accident report, he had 43 hours of glider time in the last 90 days.
The second pilot held a commercial pilot's certificate with airplane single engine, multiengine, and instrument ratings. He also held a private pilot certificate with a glider rating in addition to a flight instructor certificate with airplane single engine, multiengine, and instrument ratings. The second pilot was issued a Federal Aviation Administration (FAA) second class airman medical certificate on August 9, 2002. The certificate contained no limitations; however, he had been issued a color vision deficiency waiver. At the time of his FAA medical examination, the he wrote on his application that he had 3,600 hours of flight experience, with 500 hours of flight time logged in the last six months.
The non-powered, center wheel glider, a G103 Twin Astir (s/n 3111), was manufactured in Germany by Burkhart Grob Flugzeugbau in 1978. The two seat glider had a maximum gross weight of 1,425 pounds. The aircraft was equipped with supplemental oxygen, and a Global Position System with a recorder.
The weather report taken at 1653 in Ogden, 11 nautical miles northwest of the accident site was: wind, 350 degrees at 7 knots; 300 degrees variable 020 degrees; visibility, 10 statute miles; sky condition, clear; temperature, 95 degrees Fahrenheit (F); dew point, 35 degrees F; altimeter setting, 30.06 inches.
According to the pilot, prior to impact, he noted a nearby flag, approximately 3 feet by 5 feet, "totally unfurled, it wasn't whipping or waving and so [he] estimated [the] wind speed between 10 and 15 knots."
WRECKAGE, RECOVERY, AND DOCUMENTS
The airplane was found upright at approximately 135 feet below a grassy ridgeline (N41 degrees, 01.78 minutes; W111 degrees, 39.81 minutes; elevation 5,655 feet). The intermittent ground scar leading to the aircraft was 165 feet in length, and oriented at 250 degrees; the final longitudinal axes of the glider came to rest on a 039 degrees orientation. All of the glider's major components were accounted for at the accident site. The wings were minimally damaged, and the empennage was separated from the fuselage. The composite nose of the aircraft was crushed and fragmented aft, the single center landing wheel was separated from the fuselage, and the two canopy transparencies were shattered.
No preimpact airframe anomalies, which might have affected the airplane's performance, were identified. The accident site was located 10 nm from the pilots intended landing airport.
The State of Utah's Department of Heath, Office of the Medical Examiner, Salt Lake City, Utah, performed an autopsy on the second pilot on July 15, 2003.
The FAA's Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on the second pilot. The FAA toxicology report (CAMI #200300212001) showed no carbon monoxide, or cyanide was detected in the blood. Ethanol was not detected in the vitreous; lidocaine was detected in the liver, and .1 ug/ml of lidocaine was detected in the blood. Lidocaine is an ant arrhythmic drug commonly used in medical care to restore an irregular heartbeat in patients with arrhythmia.
The National Transportation Safety Board did not send an investigator to the accident site; an FAA inspector did go to the site.
NTSB Identification: NYC03CA157.
Accident occurred Sunday, July 13, 2003 in Ashburnham, MA
Aircraft: Rolladen-Schneider LS-4, registration: N130MD
On July 13, 2003, about 1600 eastern daylight time, a Rolladen-Schneider LS-4 glider, N130MD, was substantially damaged during an off airport landing in Ashburnham, Massachusetts. The certificated private pilot sustained minor injures. Visual meteorological conditions prevailed and no flight plan had been filed for the flight that departed the Sterling Airport, Sterling, Massachusetts. The local personal flight was conducted under 14 CFR Part 91.
In a written statement, the pilot said he departed Sterling, and flew in the vicinity of the Jaffrey Airport, Jaffrey, New Hampshire. He attained an altitude of 4,000 feet msl, near Mount Monadnock, and "spent some altitude while sightseeing." The pilot arrived over the Jaffrey Airport, at an altitude of 2,200 feet msl. The pilot overheard radio communications between other glider pilots in the area who indicated that conditions were "tougher" than they expected. The pilot further stated:
"Since I had little cross-country experience, I was somewhat concerned by this report. Assuming that I'd encounter lift equivalent to that on my outbound flight, I decided to depart for Sterling, rather than land at Jaffrey (field elevation 1,040 msl). Since I was at pattern altitude for Jaffrey, this was clearly my critical error/misjudgment. I flew south, searching for thermals. Those that I encountered were weak and broken, so that I was gradually losing altitude...."
The pilot attempted to divert to the Gardner Municipal Airport, Gardner, Massachusetts; however, the glider continued to descend and the pilot elected to attempt a landing to a gravel pit. While on approach, the glider impacted trees and struck the ground.
The Jaffrey Airport was located about 30 statue miles north-northwest of the Sterling Airport.
The pilot reported about 104 hours of total glider fight experience, which included about 29 hours in make and model.
NTSB Identification: DEN03LA110.
Accident occurred Monday, June 23, 2003 in Paragonah, UT
Aircraft: Alexander Schleicher , registration: D-KIMK
On June 23, 2003, approximately 1830 mountain daylight time, an Alex Schleicher glider, D-KIMK, was substantially damaged when the pilot attempted to land in a field near Paragonah, Utah. The private pilot, the sole occupant on board, was not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the personal flight being conducted under Title 14 CFR Part 91. The flight originated at the Parowan Airport approximately 1630.
The pilot and aircraft operator failed to report the accident to NTSB. NTSB was notified of the accident by FAA's Flight Standards District Office in Salt Lake City , who was notified by the Iron County Sheriff's Office. FAA did not travel to the scene. When NTSB became aware of the accident, the pilot had left the United States and returned to Germany. NTSB Form 6120.1/2, Pilot/Operator Aircraft Accident Report, was sent to the operator's address in Parowan, Utah, on July 9, 2003. No reply was received. A second accident report was sent to the operator on August 18, 2003 via certified mail. Although the operator acknowledged receipt of the report, it was never completed and returned to NTSB. This report is based on what the pilot originally reported in a telephone conversation, and excerpts from the Iron County Sheriff's report (#03-00946).
The pilot said he was having difficulty in maintaining control of the glider due to strong winds. He decided to land on a dirt road (State Route 91), but abandoned the attempt when he saw an approaching vehicle. The pilot landed in an adjacent field, southwest on the intersection of 4200 West and State Route 91, approximately 2 miles south of the airport. During the landing, the glider struck rough terrain that severed the empennage. The accident occurred at 37 degrees, 51.58' north latitude, and 112 degrees, 48.90' west longitude.
NTSB Identification: ATL03LA112.
Accident occurred Saturday, June 21, 2003 in Batesburg, SC
Aircraft: Schleicher ASW28, registration: N128ED
On June 21, 2003, at 1530 eastern daylight time, a Schleicher ASW-28 glider, registered to and operated by Echo Delta LTD, collided with trees and came to rest in the backyard of a single-family home in Batesburg, South Carolina. The personal flight operated under the provisions of Title 14 CFR Part 91 with no flight plan filed. Visual weather conditions prevailed at the time of the accident. The pilot received serious injuries and the glider sustained substantial damage. The flight departed a private airstrip in Perry, South Carolina, at 1330, on June 21, 2003.
The purpose of the flight was a glider race contest. The pilot reported no mechanical malfunctions prior to the flight. The pilot stated that the thermal conditions became weak, the glider began to lose altitude, and landing became imminent. According to the pilot, the first two selected landing sites proved to be unsuitable by other glider pilots, so he headed to a "clear green area beyond a stand of trees." According to the pilot, he thought that he had enough altitude to clear the trees. The glider collided with trees before coming to rest on the ground in a nose low attitude.
Examination of the wreckage revealed the right wing was cracked at the root and the left wing separated from the fuselage at the root. The fuselage was crushed from the nose section aft to the pilot's station and the canopy was shattered. The empennage was separated from the tail section forward of the tail assembly. According to the pilot, all contest participants received a weather briefing during the initial race briefing.
NTSB Identification: LAX03FA206.
Accident occurred Thursday, June 19, 2003 in Valyermo, CA
Aircraft: Schleicher ASW-27B, registration: N271EC
On June 19, 2003, at 1232 Pacific daylight time, a Schleicher ASW-27B glider, N271EC, collided with terrain while competing in a glider contest near Valyermo, California. The owner/pilot was operating the glider under the provisions of 14 CFR Part 91. The airline transport pilot, the sole occupant, sustained fatal injuries; the glider was destroyed. The personal cross-country flight departed Crystal Airport (46CN) Llano, California, at 1225, and was en route to Jean, Nevada. Day visual meteorological conditions prevailed, and no flight plan had been filed. The primary wreckage was located at 34 degrees 24 minutes north latitude and 117 degrees 48 minutes west longitude.
The accident glider was 1 of 25 gliders competing in the "Return to Kitty Hawk" contest. The glider was towed to the area of Pinion Ridge where the accident pilot released from the tow plane. The tow release point was located about 4 miles southeast of 46CN. No further contact was made with the pilot. The glider ground crew reported the glider missing after he failed to arrive at his destination, Jean. A search for the glider was initiated from 46CN about 1715. The wreckage was located at 1730, about 1/2 mile southeast of the point where the glider released from the tow plane.
All of the other gliders competing in the contest released in the general area of Pinion Ridge without incident.
A review of Federal Aviation Administration (FAA) airman records revealed the pilot held a airline transport pilot certificate with airplane single and multiengine land ratings, and commercial privileges for gliders and single engine sea. The pilot held a certified flight instructor certificate with airplane single and multiengine land ratings, gliders, and instrument airplane ratings.
The pilot held a second-class medical certificate that was issued on February 3, 2003. It had the limitations that the pilot must wear corrective lenses for near and distant vision.
An examination of the pilot's logbook indicated that as of June 15, 2003, he had accumulated a total flight time of 12,388.7 hours. He logged 39.3 hours in the last 90 days, and 16.6 in the last 30 days. He had an estimated 578.9 hours in this make and model.
The composite material glider was a Schleicher ASW-27B, serial number 27149. A review of the airplane's logbooks revealed the glider accumulated a total airframe time of 486.6 hours at the last annual inspection. The last annual inspection was completed on December 10, 2002.
An interview with the glider ground crew confirmed that the glider was equipped with, and the pilot was utilizing, a water ballast system. The water ballast system had been filled to capacity prior to the accident flight. The ground crew said the pilot was very deliberate to maintain the center of gravity of the glider and to make sure that the wing tanks remained equal. The glider was observed by witnesses to be in a wings level attitude on takeoff.
The closest official weather observation station was Palmdale Production (PMD), which was located 22 nautical miles (nm) northwest of the accident site. The elevation of the weather observation station was 2,543 feet mean sea level (msl). A routine aviation weather report (METAR) for PMD was issued at 1153. It stated: skies clear; visibility 10 statute miles; winds from 230 degrees at 17 knots; temperature 80 degrees Fahrenheit; dew point 55 degrees Fahrenheit; and altimeter 29.76 inches of mercury.
The Glider was equipped with a Cambridge Aero Instruments, GPS Secure flight recorder, Model number 20, Serial number C103. The recorder was calibrated on November 14, 2002. The data was downloaded by the National Transportation Safety Board investigator-in-charge (IIC) using a computer program specified by the recorder manufacturer on June 20, 2003, at the Crystal Airport, and the data was retained on a compact disk.
The IIC reviewed data from the optionally installed onboard GPS flight data recorder. A computer program supplied by the manufacturer graphically plotted the tabular data from the recorder. The flight started at 12:25:42, and the total duration of the accident flight was 6 minutes 28 seconds. The track of the flight displayed the glider departing 46CN on runway 25 and making a right 270-degree turn, crossing midfield, and continuing in a southeasterly direction. The highest altitude recorded was 5,954 feet msl at 1231. The last data recorded was at 12:32:10, at 5,941 msl, with a depicted ground speed of 59 mph, at GPS coordinates of 34 degrees 24 minutes 51 seconds north latitude and 117 degrees 48 minutes 46 seconds west longitude. The distance from the last recorded position to the accident site was approximately 2,000 feet, on a heading of 136 degrees.
Investigators from the Safety Board and the FAA examined the wreckage at the accident scene on June 20, 2003.
The accident site was located in the Angeles National Forest, approximately 4.5 miles southeast of the departure airport 46CN.
The glider was on the western side of a ridgeline that runs northwest to southeast. The ridgeline is named Pinyon Ridge. The main wreckage was located on a 30-degree slope on a magnetic heading of 220 degrees. The elevation of the accident site was 5,798 feet msl.
All components of the glider were found at the main wreckage site. The wreckage displayed crush damage along the bottom of the fuselage and wings. The left wing was on the upslope side of the glider and was still attached to the fuselage. About 7 feet of the inboard section of the right wing remained attached to the fuselage. The balance of the outboard section of the right wing separated and was forward of the main fuselage.
The right wing aileron control tube was bent in a semicircular shape lying next to an oak tree that was at the 5-o'clock position to the main fuselage. On the oak tree there were marks, about 7 feet high on the trunk that were white in color, along with small pieces of composite materials embedded in the trunk.
Control continuity was established from the cockpit to all of the flight control surfaces. No mechanical deficiencies were found.
The Los Angeles County Coroner completed an autopsy on June 22,2003. The coroner listed the cause of death as " Multiple blunt force injuries."
The FAA Toxicology and Accident Research Laboratory performed toxicological testing of specimens of the pilot. The results of analysis of the specimens were negative for carbon monoxide, cyanide, and tested drugs. The following positive results were obtained; 28(mg/dl, mg/hg) Ethanol detected in the Blood; 5(mg/dl, mg/hg) N-Butanol detected in the Blood; 29(mg/dl, mg/hg) Acetaldehyde detected in the Blood.
No Ethanol was detected in the brain, or the vitreous fluid.
According to the toxicology report, the ethanol found in this case was from "postmortem ethanol formation and not from the ingestion of ethanol."
The wreckage was released to the owner's representative on August 13, 2003.
NTSB Identification: LAX03CA201.
Accident occurred Sunday, June 15, 2003 in Idyllwild, CA
Aircraft: Schleicher ASW-20, registration: N34LB
On June 15, 2003, about 1500 Pacific daylight time, an unpowered Schleicher ASW-20 glider, N34LB, impacted trees after a loss of thermal lift near Idyllwild, California. The pilot/owner was operating the glider under the provisions of 14 CFR Part 91. The private pilot, the sole occupant, sustained minor injuries; the glider sustained substantial damage. The personal local flight departed Hemet-Ryan Field (HMT), Hemet, California, about 1230. Day visual meteorological conditions prevailed, and no flight plan had been filed. The primary wreckage was at 33 degrees 44 minutes north latitude and 116 degrees 44 minutes west longitude.
The pilot reported he was released from the tow airplane near mountains, in gusty wind conditions, about 3,000 feet above ground level (agl), 4,500 feet mean sea level (msl). He climbed, using thermals, to 6,000 feet msl. The first goal was to ascend Mount San Jacinto (10,804 feet msl). The usual procedure to complete the ascension over the mountain range consisted of a "stepping stone" approach along or between the mountains. The pilot had done this maneuver on many past flights.
After a third attempt to ascend Mount San Jacinto, the pilot did not find lift, and cruised in a southeast direction at 6,400 feet msl and 55 knots. Suddenly, he felt the glider slow, and noticed his airspeed had dropped from 55 to 40 knots and the glider had lost 100 to 200 feet. The pilot lowered the nose to prevent a stall. There was a dead tree to the left of the glider so the pilot executed a right, nose down turn downslope in order to maintain speed and regain terrain clearance. He heard a "bang," then a series of "booms and shocks" as the glider hit trees. Thereafter, he lost control of the glider.
The glider went between two trees, spaced about 6 feet apart. The wings were sheared off and remained in the trees' branches, about 20 feet agl. The fuselage went between the two trees, and came to rest nose down, inverted, on the ground. The pilot worked his way out of the glider, and spent the night in the mountains. After an extensive hike, he followed a creek bed to a highway where he was later rescued. The pilot did not report any control malfunctions prior to the mishap.
NTSB Identification: DEN03TA102.
Accident occurred Thursday, June 12, 2003 in Hobbs, NM
Aircraft: Cessna 182R, registration: N6319H
On June 12, 2003, at approximately 1520 mountain daylight time, a Cessna 182R, N6319H, was substantially damaged when it impacted a T-hangar during takeoff from Hobbs Industrial Air Park, Hobbs, New Mexico. The non-instrument rated private pilot, the sole occupant of the aircraft, sustained minor injuries. The Civil Air Patrol, Inc., was operating the airplane under Title 14 CFR Part 91. Visual meteorological conditions prevailed for the local glider towing flight that was originating at the time of the accident. No flight plan had been filed.
The pilot said he "thought he was performing a normal takeoff"; he was using a 20-degree incline to tow the glider. "All of a sudden he seemed to be in a 300 to 400 feet updraft or a gust of wind." He said he felt a "violent jerk on the rear of the aircraft," and his 50 knots indicated airspeed deteriorated to 40 knots [the airplane's Pilot's Operating Handbook states that the flaps up, power off stall speed is 54 knots]. The pilot said a gust of wind blew him about 150 feet to the right of his takeoff ground path.
Several witnesses said that the glider launching operation appeared "normal." Shortly after takeoff, the tow airplane appeared to change its pitch to a high angle of attack, and then mush/stalled into a T-hangar. One witness said that he could see the whole top of the airplane's wing.
Post accident examination of the airplane revealed that both wings were bent and wrinkled, and both the fuselage and empennage were bent and wrinkled.
One of the Civil Air Patrol instructors had signed the pilot off for glider towing several days prior to the accident. During the 4 days prior to the accident, the pilot had successfully completed 24 tows. The density altitude was calculated to be 7,070 feet. The National Transportation Safety Board's form 6120.1/2 was never returned from the New Mexico chapter of the Civil Air Patrol. Several follow up calls were made with no success
NTSB Identification: DEN03LA100.
Accident occurred Sunday, June 08, 2003 in Moriarty, NM
Probable Cause Approval Date: 12/30/2003
Aircraft: Burkhart Grob G102 Standard III, registration: N850BG
On June 8, 2003, at 1600 mountain daylight time, a Burkhart Grob G102 Standard III glider, N850BG, was substantially damaged during a hard landing at Moriarty Airport (0E0), Moriarty, New Mexico. The commercial pilot, the sole occupant on board, received serious injuries. Visual meteorological conditions prevailed. No flight plan had been filed for this local personal flight being conducted under Title 14 CFR Part 91. The flight originated at Moriarty, at approximately 1530.
One witness stated that, as the glider approached the runway it "stalled." The glider's left wing "dipped," and the glider "dropped." When the glider struck the approach end of the runway, it "broke apart," and slid approximately 70 feet.
According to the pilot's statement, after completing a left hand turn from base to final for runway 26, he felt a sudden wind shift and noticed a groundspeed increase of approximately 5 to 10 knots. The glider landed hard, and bounced into the air about 10 feet above the runway. The glider stalled, and struck the runway in a nose down attitude. Both wings collapsed and the fuselage was separated from the empennage. The pilot sustained serious back injuries. The pilot also stated that the winds were westerly at 10 to 12 knots.
NTSB Identification: LAX03LA165.
Accident occurred Monday, May 26, 2003 in Minden, NV
Aircraft: PZL-Bielsko SZD-50-3, registration: N503HC
On May 26, 2003, about 1330 Pacific daylight time, a PZL Bielsko SZD-50-3 nonpowered glider, N503HC, collided with obstacles and terrain during the landing approach to an open road at the Minden-Tahoe Airport (MEV), Minden, Nevada. The glider was registered to a private individual and operated by High Country Soaring, Minden, under the provisions of 14 CFR Part 91. The certified flight instructor (CFI), and the commercial airplane pilot receiving instruction were not injured; the glider sustained substantial damage. Visual meteorological conditions prevailed, and a flight plan had not been filed. The local instructional flight departed Minden about 1325.
According to the CFI, the glider, in tow, departed runway 30 with the intention of practicing takeoffs and landings. As they turned right downwind at 500 feet above ground level (agl), the student deployed the spoilers. The CFI released the glider from the tow plane and locked and closed the spoiler handle. She declared they would land on runway 21, but the student turned them away from the airport. The student was "frozen" on the controls and would not allow her to turn back to the airport. The student eventually released the controls, but the glider was too far away from the airport to make the runway. The CFI then executed a forced landing on an open road. On final approach, the left wing struck a 4-foot-tall sagebush, the glider turned, and impacted off the side of the road.
According to the student pilot, the glider was high and to the left of the tow plane, so he deployed the spoilers in an attempt to correct the situation. The CFI released the glider from tow while the glider was equal distance from runways 16 and 12. The CFI determined that they would not make either of the runways, and flew the approach to an access road on airport property. Prior to touchdown, the left wing struck a sagebush, resulting in the glider impacting on the shoulder of the road.
NTSB Identification: CHI03LA146.
Accident occurred Saturday, May 24, 2003 in Hampshire, IL
Aircraft: Glasflugel Libelle 201B, registration: N3650
On May 24, 2003, at 1610 central daylight time, a Glasflugel Libelle 201B glider, N3650, piloted by a private pilot, sustained substantial damage when it struck a rock while landing in a field near Hampshire, Illinois. The pilot reported no injuries. The 14 CFR Part 91 personal flight departed Sky Soaring Airport (55LL), Union, Illinois, at 1330 on the local flight. Visual meteorological conditions prevailed at the time of the accident.
According to the pilot, at 3,000 feet above ground level (agl) the glider released from the tow aircraft. The pilot reported that during the 2 hour and 40 minute flight he had reached a maximum altitude of 8,200 feet agl. The pilot reported that the glider lost altitude during the remainder of the flight. The pilot stated he realized he would be unable to reach 55LL and decided to perform an off-airport landing to an nearby agricultural field. The pilot reported that upon landing he felt the tail wheel strike something hard. When he exited the aircraft, he found he had struck a large rock which was not visible when he made his approach.
NTSB Identification: NYC03LA103.
Accident occurred Sunday, May 11, 2003 in Glens Falls, NY
Aircraft: Francis Giroux Moni-Motorglider 032, registration: N20909
On May 11, 2003, at 0612 eastern daylight time, a homebuilt Moni-Motorglider 032, N20909, was substantially damaged while attempting to land at Floyd Bennett Memorial Airport (GFL), Glens Falls, New York. The certificated commercial pilot received serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the test flight conducted under 14 CFR Part 91.
According to the pilot, he was attempting a "high speed taxi test" when the airplane unexpectedly became airborne, about 1,000 feet down the runway. As the airplane approached the end of the runway, at an altitude of 100 feet, and "marginal airspeed," the pilot initiated a left turn to return to the airport. During the turn, the airplane stalled, and impacted the ground in a steep, nose-down attitude.
The airplane had been built by the pilot over the previous 8 months. In the weeks leading up to the accident, the pilot had twice attempted to obtain a Federal Aviation Administration (FAA) airworthiness certificate for it. The FAA inspector who conducted the most recent inspection of the airplane in late April 2003, stated that it did not meet FAA airworthiness standards.
Examination of the airplane by an FAA inspector revealed no mechanical anomalies.
Weather conditions reported at the airport, at 0553, included winds from 360 degrees at 4 knots and clear skies.
NTSB Identification: SEA03LA073.
Accident occurred Sunday, April 27, 2003 in Enumclaw, WA
Aircraft: Pilatus B4-PC11AF, registration: N159AS
On April 27, 2003, approximately 1630 Pacific daylight time, a Pilatus B4-PC11AF glider, N159AS, registered to Puget Sound Soaring Association, Inc., and being operated/flown by a private pilot, sustained substantial damage during an on ground collision with trees on landing rollout at Bergseth Field airstrip, Enumclaw, Washington. The pilot was uninjured. Visual meteorological conditions prevailed and no flight plan had been filed. The flight, which was personal, was operated under 14 CFR 91, and originated from Bergseth Field approximately 1615 on the afternoon of the accident.
The pilot reported in a telephonic interview that, after departing the airstrip and encountering turbulence in flight, he re-entered the pattern to land on runway 10, a 2,100-foot turf/dirt runway. Just after crossing the threshold about 10 feet above ground the glider began to drift right and the pilot applied left rudder. The aircraft touched down on the centerline but the pilot was unable to arrest the right drift with rudder and the aircraft drifted right off the runway impacting several conifer trees before coming to rest. The pilot reported that there was no mechanical malfunction with the aircraft at the time of the event.
The pilot provided a written statement with his submitted NTSB Form 6120.1 in which he reported that he departed Bergseth Field under tow from the tow plane. The aircraft departed runway 28 and the winds at the field were calm to 5 knots from the west.
After encountering turbulence the pilot returned to the field and set up for a landing to runway 10. He stated, "...Upon turning to final I was at what I considered the correct altitude to touch down about 100 yards from [the] end of [the] runway. Ground personnel reported about 5 knots of easterly (tail) wind...."
He further reported that his approach was about 5 degrees left of center on final and that just prior to reaching the threshold he applied left rudder and slight left aileron to align the glider with the runway centerline. He stated, "...the glider stayed on its current course if not actually yawing a bit more to the right. As the ground neared I straightened the wings and retained full left rudder but the glider did not respond...."
The glider touched down with the nose angled about 10-15 degrees right of the centerline and then impacted small trees along the south side of the runway.
The aviation surface weather observations for a number of sites located north and west of Bergseth Field reported generally northwesterly winds on the afternoon of the 27th ranging from 8 to 11 knots at the surface (refer to ATTACHMENTS I through V and CHART I). Specifically:
Tacoma Industrial (TIW) at 1653 hours winds from 350 degrees mag at 10 knots
Olympia (OLM) at 1654 hours winds from 020 degrees mag at 11 knots
Renton (RNT) at 1653 hours winds from 300 degrees mag at 10 knots
SEATAC Intnl (SEA) at 1656 hours winds from 340 degrees mag at 08 knots
Boeing Field (BFI) at 1653 hours winds from 290 degrees mag at 11 knots
Gusts to 15 knots
NTSB Identification: SEA03LA072.
Accident occurred Saturday, April 26, 2003 in Ephrata, WA
Probable Cause Approval Date: 6/25/2003
Aircraft: Schempp-Hirth Cirrus, registration: N3839
On April 26, 2003, approximately 1350 Pacific daylight time, a Schempp-Hirth Cirrus glider, N3839, registered to and operated by the pilot as a 14 CFR Part 91 personal flight, collided with the terrain while on final approach for landing at Ephrata Municipal, Ephrata, Washington. Visual meteorological conditions prevailed at the time and no flight plan was filed for the local flight. The glider was substantially damaged and the commercial pilot, the sole occupant, received minor injuries. The flight originated from Ephrata at 1300.
During a telephone interview and subsequent written statement, the pilot reported that while returning to the airport for landing, he entered the traffic pattern downwind leg about one mile southwest of the airport after encountering "strong sinking air." The pilot stated that he flew a faster and lower than normal pattern, with "an abbreviated base to final in order to shorten the distance to the landing area." During the round out for final approach, approximately 10 feet above ground level, he deployed the spoilers. The pilot was unsure if the airspeed was too low, or there was a gust of wind, when the right wing dropped and struck the ground. The glider pivoted to the right followed by the tail striking the ground. The pilot reported that the side loading applied to the landing gear resulted in substantial damage to the steel tubing structure and a puncture in the right wing skin.
The 1353 Ephrata surface weather observation was reporting winds from 310 degrees at nine knots. The sky was clear with 10 miles visibility. The temperature was 10 degrees Celsius.
NTSB Identification: IAD03LA046.
Accident occurred Saturday, April 19, 2003 in Sterling, MA
Aircraft: Schweizer SGS 2-33A, registration: N1241S
On April 19, 2003, about 1630 eastern daylight time, a Schweizer 2-33A glider, N1241S, was substantially damaged when it impacted trees while on approach to Sterling Airport (3B3), Sterling, Massachusetts. The certificated student pilot was not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the local instructional flight conducted under 14 CFR Part 91.
In a written statement, the student pilot said that on the morning of the accident, he flew with his flight instructor, and received a solo endorsement. Later that day, he departed on a solo flight to practice maneuvers in preparation for his private pilot certificate.
After being towed to an altitude of 5,000 feet, the student pilot practiced flight maneuvers, then returned to the airport. He entered the downwind leg for runway 16 at an altitude of 1,300 feet mean sea level (msl). He continued to descend, using airbrakes, until he realized he was too low, about 700 feet msl. The student pilot then "cut the corners" of the traffic pattern in an attempt to make it to the runway, when the right wing impacted a tree.
Several people who witnessed the glider on the downwind leg, said it was at a "very low" altitude.
One of the witnesses, who was concerned about the glider's low altitude on the downwind leg, dialed 911 on his cell phone. He continued to watch the glider as it turned onto the base leg of the traffic pattern, and impacted a tree. After observing the accident, the witness completed the call to 911.
A Federal Aviation Administration (FAA) inspector performed an on-scene examination of the glider. The examination revealed that the fuselage was twisted aft of the cockpit, the left and right wing sustained substantial damage, and the right wing spar was twisted. The altimeter indicated 500 feet.
Sterling Airport was an uncontrolled field. Runway 16 was a 3,086-foot-long, 40-foot-wide, asphalt runway. According to published airport information, there were 23-foot trees located 300 feet from the approach end of the runway. The field elevation was 459 feet.
The pilot reported a total of 27 hours of flight time, all in gliders. Twelve of these hours were in make and model.
In addition, when asked how this accident could have been prevented, the student pilot said, "I had just flown the glider and did not check the altimeter for the second flight. I should have. When realizing I was too low, I cut corners to get back to the airfield. I should have not cut so tight and should have flown a wider pattern. I made two mistakes".
Weather at Fitchburg Municipal Airport, Fitchburg (FIT), Massachusetts, 7 miles north of Sterling Airport, at 1652, included winds from 090 at 8 knots, visibility 10 statute miles, and an overcast ceiling at 4,100 feet. The temperature was 57 degrees F and the dew point was 27 degrees F. The barometric setting was 30.40 inches HG
NTSB Identification: SEA03LA061.
Accident occurred Saturday, April 12, 2003 in Richland, WA
Aircraft: AVIA STROITEL AC-5M, registration: N125MZ
On April 12, 2003, approximately 1600 Pacific daylight time, an Avia Stroitel AC-5M powered glider, N125MZ, was substantially damaged during a forced landing following a loss of engine power at the Richland Airport (RLD), Richland, Washington. The private pilot, sole occupant and owner of the glider, was not injured. Visual meteorological conditions prevailed and no flight plan was filed for the 14 CFR Part 91 personal flight. The flight was originating at the time of the accident.
According to the Pilot/Operator Aircraft Accident Report (NTSB form 6120.1/2), the pilot reported "the takeoff on runway 1 was normal, but approximately two-thirds of the way down the runway, at approximately 150 feet above ground level, I noticed the engine 'over-revving' and the aircraft no longer climbing." The pilot reported that he failed to lower the nose to ensure proper airspeed in order to land straight ahead on runway 1. The pilot further stated that he made the wrong decision and turned right to land on the intersecting runway [runway 7], and during the turn "the airspeed was allowed to deteriorate until the right wing stalled." The airplane's right wing tip impacted the ground causing it to spin around 180 degrees, skidding backwards across a taxiway, and coming to rest in sandy soil.
The pilot reported that the tension on the propeller drive belts was checked during the aircraft preflight. The pilot also stated that the tension on the propeller drive belts "slipped" and caused a loss of thrust after takeoff. The pilot further reported that the reason for the drive belts slipping was not determined.
The pilot reported the glider had sustained damage to the right wing tip and the main gear. The bottom right front of the fuselage was scraped and cracked, the rear portion of the fuselage where it transitions with the vertical stabilizer was cracked approximately half-way through its circumference, and the tail wheel was crushed
NTSB Identification: LAX03LA133.
Accident occurred Sunday, March 16, 2003 in SAN DIEGO, CA
Aircraft: Schweizer SGS 1-34, registration: N1169S
On March 16, 2003, at 1420 Pacific standard time, a Schweizer SGS 1-34, N1169S, landed hard on a dirt strip at Torrey Pines Gliderport (CA84), San Diego, California. Associated Glider Clubs of Southern California, Ltd., operated the glider under the provisions of 14 CFR Part 91. The commercial glider pilot, the sole occupant, was not injured; the glider sustained substantial damage. Day visual meteorological conditions prevailed, and a flight plan had not been filed. The local area flight departed CA84 about 1330.
A routine aviation weather report (METAR) generated by an Automated Surface Observation System (ASOS) at Montgomery Field Airport, San Diego, California (located 7 nautical miles northwest of the accident site), indicated about 10 minutes prior to the accident winds were 230-degrees at 13 knots.
The Torrey Pines Gliderport is a publicly owned field. CA84 is situated on top of the Torrey Pines Mesa, along the coastline of the Pacific Ocean. The 400-foot sandstone cliffs rise almost vertically from Black's Beach.
In a written statement, the pilot reported that he departed CA84 by winch launch, into favorable meteorological conditions. After 45 minutes of uneventful flight, he decided to land. On the first pass, he decided the area was too congested with paragliders and hang-gliders, to execute a safe landing pattern. He made a second pass along the cliff in an effort to allow the traffic to clear the area. The pilot stated that he began an approach in accordance with "standard Torrey Pines procedures, heading northbound� 600 [feet] msl, 300 [feet] agl."
As traffic had cleared the area, he turned west, towards the ocean, and entered the downwind. During the turn to the base leg, he noted that the glider appeared to be "slightly high for the approach." He deployed full spoilers. He noted that the full spoilers weren't providing a sufficient amount of sink to counter the lift produced by the cliff. He then applied a full slip using full right rudder and left aileron. He checked his airspeed, 48 knots; 2 knots below best glide speed. He continued to hold a full spoiler, full slip condition until he "felt" he was on the proper glide slope. The pilot then neutralized the flight controls, and retained the full spoiler input. The glider landed hard.
The pilot stated he thought that the combination of flying from a lift to a no lift condition, the high downwind ground speed, and rolling terrain in the area, contributed to his misjudging the sink rate created by the full spoiler, full slip approach, which resulted in a hard landing. The glider incurred damage to the fuselage, forward bulkhead, and stringers. The pilot did not report any pre-impact mechanical malfunctions or failures with the glider.
NTSB Identification: LAX03LA114.
Aircraft: Schleicher ASW-20, registration: N31AP
On March 16, 2003, about 1000 Pacific standard time, a Schleicher ASW-20 glider, N31AP, collided with terrain during an aborted takeoff at Torrey Pines Gliderport (CA84), San Diego, California. The pilot-owner was operating the glider on a personal local flight under the provisions of 14 CFR Part 91. The private pilot, the sole occupant, was not injured; the glider sustained substantial damage. Day visual meteorological conditions prevailed, and no flight plan had been filed. The primary wreckage was at 32 degrees 53 minutes north latitude and 117 degrees 14 minutes west longitude.
The pilot reported that gliders at CA84 are launched with the assistance of a winch launch system. The winch launch system requires the pilot of the glider to obtain a steep climb attitude to prevent slack in the tow cable, and to establish an adequate airspeed and altitude prior to releasing from the cable.
A commercial glider pilot and a private airplane pilot who witnessed the accident and photographed the takeoff and accident sequences stated:
"The launch operation started normally and the glider rolled forward with good apparent speed. At the normal point of rotation, the typical rapid transition to a high angle of attack did not occur. The glider climbed to 20 to 30 feet above ground level, then leveled off. The glider appeared to overshoot the cable and the tow cable became slack. The glider appeared to be flying near stall speed when the pilot attempted to land on the emergency-intersecting runway. The right wing drug on the ground and the glider ground looped prior to stopping."
The pilot stated that during his winch-assisted launch, the glider did not gain enough altitude or airspeed to continue the flight. The pilot elected to abort the takeoff and tried to turn to land on a short intersecting runway. During the landing sequence the right wing tip contacted the ground. The glider ground looped, and came to rest on the north side of runway 27. The tail boom broke 3 feet forward of the vertical stabilizer, the main landing gear was bent, the belly pan forward of the main gear was cracked, and the outboard 1/3 of the right wing was scuffed.
The pilot-owner reported there were no unresolved maintenance discrepancies against the glider prior to accident flight.
NTSB Identification: MIA03CA074.
Accident occurred Monday, March 10, 2003 in Clermont, FL
Probable Cause Approval Date: 5/30/2003
Aircraft: Schempp-Hirth DISCUS-2B, registration: N828JN
On March 10, 2003, about 1430 eastern standard time, a Schempp-Hirth Discus-2B glider, N828JN, registered and operated by an individual, crashed while on approach to landing at the Seminole Lakes gliderport, Clermont, Florida. No flight plan was filed for the 14 CFR Part 91 personal flight. Visual meteorological conditions prevailed at the time of accident. The glider was substantially damaged. The glider pilot reported no injuries. The flight had departed from the same gliderport at approximately 1245.
The pilot stated he departed Seminole Lake gliderport with the intention to complete a contest and return to the gliderport. The contest was cancelled due to impending bad weather consisting of gusting winds, wind shear, and possible thunderstorms. He was downwind of the airport, and realized he could not make it back so he elected to make an off-field landing. After turning onto final approach he said "the glider was hit by a gust of wind and forced into the ground." The glider hit a mound of dirt on the edge of ground water causing the glider to ground-loop.