One Great Soaring Day in July…
NTSB Identification: DEN05LA108
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 09, 2005 in Moriarty, NM
Aircraft: Grob 103, registration: N916G
Injuries: 2 Uninjured.
Preface
July 9th, 2005 looked like another great soaring day at Moriarty. It was the start of the OLC/FAI
Centenary Gliding Weeks and at least 6 of our pilots went up to get the first scores onto the board.
Billy Hill would eventually complete 815 km in his Discus 2, followed by Jim Cumiford with 769
km in his Ventus 1.
At around 12:45 pm, one of our Pawnees took off from runway 26 with our Grob, occupied by a
pilot and a passenger, in tow. As one of the two Ops guys on duty (Bob Hudson being the other) I
had helped them getting strapped in earlier. I now took down the take-off time and turned to look
east towards the final approach area to look out for gliders that had called in. The ramp had been
busy with people trying to get off to catch the now developing thermals for a great cross-country
ride.
Sudden surprised and fearful comments made me turn back just in time to see a huge cloud of dusk
to the north of runway 26 with the Grob slowly emerging. We started running towards our cars…
Racing down the taxiway in my Jeep and getting closer, the broken outlines of the Grob started to
emerge and the seriousness of the accident immediately became clear. Making out a smashed front
canopy, a destroyed wing and broken off tail I was convinced we were looking at least at serious
injuries or even fatalities. Only a few seconds later did I realize the two dusty individuals standing
next to the glider. Relieve started setting in, it felt like a miracle that they seemed to have walked
away, apparently unharmed…
Several hours later, exhausted and disturbed in my Jeep on my way home, I decided to do
something to try to understand more about the key causes of glider accidents and to help myself
and others prevent similar incidents in the future. What you see in the following pages is the result
of this decision.
Markus Graeber
Santa Fe, August 2005
-2-
Contents
Preface
2
Summary Analysis of New Mexico Glider Accidents since 1962
4
A Review of Glider Performance Considerations in Light of Past New Mexico Glider
Accidents
14
The Variation in Stalling Speed as a Result of Bank Angle
14
Loss of Altitude vs. Bank Angle in Turns
15
Speed vs. Altitude or Never be Low and Slow
16
Additional Considerations for Off-field Landings
18
Flying in High Winds Close to the Ground
20
Additional Thoughts on Accident Prevention
27
Avoiding Incidents at the Moriarty Airport
27
Improving Cross-Country Flying & Planning
34
Improving and Maintaining Your Pilot Skills
37
Nobody is Perfect
41
Historical Overview of New Mexico Glider Accidents since 1962
43
Probable Cause Reports for all New Mexico Glider Accidents since 1962
49
-3-
Summary Analysis of New Mexico Glider Accidents since 1962
The NTSB aviation accident database (http://www.ntsb.gov/ntsb/) contains information from 1962
and later about civil aviation accidents and selected incidents within the United States, its
territories and possessions, and in international waters.
Generally, a preliminary report is available online within a few days of an accident. Factual
information is added when available, and when the investigation is completed, the preliminary
report is replaced with a final description of the accident and its probable cause. Full narrative
descriptions may not be available for dates before 1993, cases under revision, or where NTSB did
not have primary investigative responsibility.
Glider accident reports before 1982 do not contain detailed data on pilot experience that would
allow distinguishing between a pilot’s experience in various different types of planes. As a result, a
clear distinction between hours in powered planes vs. gliders is not possible. For that reason I took
only more recent data from 1982 onwards to look at the relationship of glider accidents and pilot
experience in gliders. Attached at the end of this document you will find a list of all documented
glider accidents in New Mexico since 1962 as well as the probable cause synopsis for each
accident.
Since 1962 the NTSB accident database reports 54 Glider accidents in New Mexico:
-
11 accidents (20%) occurred during take off (before intended release).
13 accidents (24%) occurred during airport approach/landing.
24 accidents (45%) occurred during forced off-field landings.
6 accidents (11%) occurred in-flight.
Type of Glider Accidents in New Mexico since 1962
Total: 54
In Flight - 6
(11%)
Take Off (before intended
release) - 11 (20%)
Airport Approach/Landing 13
(24%)
Forced Off-Field Landing 24
(45%)
Take Off (before intended release)
Airport Approach/Landing
Forced Off-Field Landing
In Flight
Based on above:
-
24 accidents (44%) involved take offs and landings at an airport.
37 accidents (68%) were landing related accidents (airport and off-field).
48 accidents (88%) involved take offs and landings in general.
-4-
The 54 reported accidents included:
-
7 fatal accidents (13%)
14 accidents with serious injuries (26%)
33 accidents with no/minor injuries (61%)
Type of Injuries Sustained in Glider Accidents in New Mexico since
1962
Total: 54
Involving Fatalities - 7
(13%)
Involving Serious
Injury - 14
(26%)
Involving No/Minor
Injury - 33
(61%)
Involving Fatalities
Involving Serious Injury
Involving No/Minor Injury
Of the 7 reported accidents resulting in fatalities:
-
0 fatal accidents involving take offs
3 fatal accidents involving airport landings (one involving a spectator being hit by the wing
of a landing glider while trying to take photos of the landing…).
1 fatal accident during a forced off-field landing.
3 fatal in-flight accidents (one involving 2 fatalities).
Type of Glider Accidents with Fatalities in New Mexico since 1962
Total: 7
Take Off (before
intended release) - 0
(0%)
In Flight - 3
(43%)
Airport
Approach/Landing - 3
(43%)
Forced Off-Field
Landing - 1
(14%)
Take Off (before intended release)
Airport Approach/Landing
-5-
Forced Off-Field Landing
In Flight
Of the 14 reported accidents resulting in serious injury:
-
2 involved take offs.
4 involved airport landings.
6 involved a forced off-field landing.
2 involved an in-flight accident.
Type of Glider Accidents Resulting in Serious Injuries in New Mexico
since 1962
Total: 14
Take Off (before
intended release) - 2
(14%)
In Flight - 2
(14%)
Airport
Approach/Landing - 4
(29%)
Forced Off-Field
Landing - 6
(43%)
Take Off (before intended release)
Airport Approach/Landing
Forced Off-Field Landing
In Flight
Of the 33 reported accidents resulting in no/minor injury:
-
9 involved take offs.
5 involved airport landings.
18 involved a forced off-field landing.
1 involved an in-flight accident.
Type of Glider Accidents Resulting in No/Minor Injuries in New
Mexico since 1962
Total: 33
In Flight - 1
(3%)
Airport
Approach/Landing - 5
(15%)
Forced Off-Field
Landing - 18
(55%)
Take Off (before intended release)
Take Off (before
intended release) - 9
(27%)
Airport Approach/Landing
-6-
Forced Off-Field Landing
In Flight
Relative risk of injuries in the reported 54 glider accidents based on the type of accident:
Relative Risk of Injury Based on Type of Accident
55
60
Percentage
50
45
43
43
43
40
30
27
20
20
29
24
15
14
14
11
14
10
3
0
0
Take Off (before
Airport
Forced Off-Field
intended release) Approach/Landing
Landing
In Flight
Type of Accident
% of Total
% of Fatalities
% of Serious Injury
% of No/Minor Injury
Type of flight operation resulting in an accident as reported in New Mexico since 1962:
-
5 recorded accidents (9%) involved a solo student pilot.
2 recorded accidents (4%) involved a dual instruction flight with student and instructor.
21 recorded accidents (39%) involved regular airport take offs and landings.
1 recorded accident (2%) involved local flying.
17 recorded accidents (31%) involved cross country flying other than competition.
8 recorded accidents (15%) involved flying during a soaring competition.
Accidents by Type of Flying Operation
(the last line indicates number of cases available with detailed data on pilot's glider
experience and their combined average)
Total: 54
(26 with an average of 547h of pilot experience in gliders)
Solo Student - 5
(9%)
1 with avg. 9h
Soaring Competition
Flying - 8
(15%)
5 with avg. 993h
Cross Country Flying
(No Competition) - 17
(31%)
9 with avg. 630h
Local Flying - 1
(2%)
no details
Dual Instruction - 2
(4%)
no details
Regular Airport Take
Offs & Landings - 21
(39%)
11 with avg. 325h
Solo Student
Dual Instruction
Regular Airport Take Offs & Landings
Local Flying
Cross Country Flying (No Competition)
Soaring Competition Flying
-7-
Glider pilot experience of pilots involved in glider accidents reported in New Mexico since 1982
(earlier data is less detailed about pilot experience). The overall distribution of accident types since
1982 is not significantly different compared to the overall distribution of accident types since 1962:
Type of Glider Accidents since 1982
(excluding the last accident - no experience data)
Total: 26
Take Off (before
intended release) - 5
(19%)
In Flight - 3
(12%)
Airport
Approach/Landing - 6
(23%)
Forced Off-Field
Landing - 12
(46%)
Take Off (before intended release)
Airport Approach/Landing
Forced Off-Field Landing
In Flight
All types of accidents
- 1 of 27 recorded accidents (4%) involved a student pilot.
- 7 of 26 recorded accidents (27%) involved pilots with less than 100 hours of glider time.
- 19 of 26 recorded accidents (73%) involved pilots with more than 100 hours of glider time
of which 10 (38% of 26 recorded accidents) had less than 500 hours.
- 9 of 26 recorded accidents (34%) involved pilots with more than 500 hours of glider time
of which 5 (19% of 26 recorded accidents) had less than 1000 hours.
- 4 of 26 recorded accidents (15%) involved pilots with more than 1000 hours of glider time.
- Many of the involved pilots had substantial time on powered airplanes, often several
thousand hours.
Experience of Pilots Involved in Glider Accidents
(since 1982, excluding the last accident - no experience data)
Total Number of Accidents: 26
Average Pilot Experience in Gliders: 547 hours
> 1000 hours - 4
(15%)
Student Pilot - 1
(4%)
< 100 hours - 7
(26%)
500 - 999 hours - 5
(19%)
100 - 499 hours - 10
(36%)
Student Pilot
< 100 hours
100 - 499 hours
-8-
500 - 999 hours
> 1000 hours
Accidents during take off (before intended release)
- 6 of 27 recorded accidents (22%) occurred during take off (including the last accident).
- 0 of 6 recorded take off accidents (0%) involved a student pilot.
- 2 of 5 recorded take off accidents (40%) involved pilots with less than 100 hours of glider
time.
- 3 of 5 recorded accidents (60%) involved pilots with more than 100 hours of glider time of
which 2 (40% of 5 recorded accidents) had less than 500 hours.
- 1 of 5 recorded accidents (20%) involved pilots with more than 500 hours of glider time.
Experience of Pilots Involved in Take-Off Accidents
(before intended release - since 1982, excluding the last accident)
Total: 5
> 1000 hours - 0
(0%)
500 - 999 hours - 1
(20%)
Student Pilot - 0
(0%)
< 100 hours - 2
(40%)
100 - 499 hours - 2
(40%)
Student Pilot
< 100 hours
100 - 499 hours
500 - 999 hours
> 1000 hours
Accidents during airport approach/landing
- 6 of 27 recorded accidents (22%) occurred during airport approach/landing.
- 0 of 6 recorded airport approach/landing accidents (0%) involved a student pilot.
- 1 of 6 recorded airport approach/landing accidents (17%) involved pilots with less than 100
hours of glider time.
- 5 of 6 recorded accidents (83%) involved pilots with more than 100 hours of glider time of
which 3 (50% of 6 recorded accidents) had less than 500 hours.
- 2 of 6 recorded accidents (33%) involved pilots with more than 500 hours of glider time of
which 1 (17% of 6 recorded accidents) had less than 1000 hours.
- 1 of 6 recorded accidents (17%) involved pilots with more than 1000 hours of glider time.
Experience of Pilots Involved in Airport Approach/Landing Accidents
(since 1982)
Total: 6
Student Pilot - 0
(0%)
> 1000 hours - 1
(17%)
< 100 hours - 1
(17%)
500 - 999 hours - 1
(17%)
100 - 499 hours - 3
(49%)
Student Pilot
< 100 hours
100 - 499 hours
-9-
500 - 999 hours
> 1000 hours
Accidents as a result of a forced off-field landing
- 12 of 27 recorded accidents (44%) occurred during off-field landings.
- 1 of 12 recorded off-field landing accidents (8%) involved a student pilot.
- 2 of 12 recorded off-field landing accidents (17%) involved pilots with less than 100 hours
of glider time.
- 9 of 12 recorded accidents (75%) involved pilots with more than 100 hours of glider time
of which 4 (33% of 12 recorded accidents) had less than 500 hours.
- 5 of 12 recorded accidents (42%) involved pilots with more than 500 hours of glider time
of which 2 (17% of 12 recorded accidents) had less than 1000 hours.
- 3 of 12 recorded accidents (25%) involved pilots with more than 1000 hours of glider time.
Experience of Pilots Involved in Forced Off-Field Landing Accidents
(since 1982)
Total: 12
> 1000 hours - 3
(25%)
500 - 999 hours - 2
(17%)
Student Pilot
< 100 hours
Student Pilot - 1
(8%)
< 100 hours - 2
(17%)
100 - 499 hours - 4
(33%)
100 - 499 hours
500 - 999 hours
> 1000 hours
Accidents in flight
- 3 of 27 recorded accidents (11%) occurred in flight.
- 0 of 3 recorded in flight accidents (0%) involved a student pilot.
- 1 of 3 recorded in flight accidents (33%) involved pilots with less than 100 hours of glider
time.
- 2 of 3 recorded accidents (67%) involved pilots with more than 100 hours of glider time of
which 1 (33% of 6 recorded accidents) had less than 1000 hours.
- 1 of 3 recorded accidents (33%) involved pilots with more than 1000 hours of glider time.
Experience of Pilots Involved in In-Flight Accidents
(since 1982)
Total: 3
Student Pilot - 0
(0%)
> 1000 hours - 1
(33%)
< 100 hours - 1
(34%)
500 - 999 hours - 1
(33%)
Student Pilot
< 100 hours
100 - 499 hours
- 10 -
100 - 499 hours - 0
(0%)
500 - 999 hours
> 1000 hours
Looking in more detail at the contributing causes of all 54 glider accidents reported in New
Mexico since 1962 the following emerges:
Contributing Causes of Glider Accidents
60
All Types of Accidents
54
(100%)
Low Turn
Spin/Stall
50
Avoiding Obstacle
Hitting Obstacle
40
Pilot's Physical Condition
30
20
Mid-Air
27
(50%)
10
(19%)
8
9
(15%) (17%)
Deteriorating Weather
Tow Rope Break
13
(24%)
7
2 (13%) 2
(4%)
(4%)
3
(6%)
10
High Winds/Gusts/Turbulence
21
19
(39%)
(35%)
0
11
(20%)
2
1 (4%)
(2%)
0
High Speed Low Pass
Unintentional Ground Loop
Intentional Ground Loop
Pilot Induced Oscillation/Porpoising
Contributing Causes
-
Emergency Release
Other
Hitting an Obstacle (50%), Deteriorating Weather (39%), High Winds/Gusts/Turbulence
(35%), Unintentional Ground Loops (24%), Spins/Stalls (19%), Avoiding an Obstacle
(15%) and Low Turns (15%) are the most common contributing causes in glider accidents.
Contributing Causes of Take-Off Accidents
12
11
(100%)
All Take-Off Accidents
Low Turn
Spin/Stall
10
Avoiding Obstacle
7
(64%)
8
6
4
2
4
(36%)
Hitting Obstacle
Pilot's Physical Condition
5
(45%)
High Winds/Gusts/Turbulence
4
(36%)
Deteriorating Weather
Tow Rope Break
2
(18%) 1
(9%)
2
2
(18%)(18%)
2
(18%)
Emergency Release
High Speed Low Pass
Unintentional Ground Loop
0
0
0
0
0
0
Intentional Ground Loop
Pilot Induced Oscillation/Porpoising
Contributing Causes
-
Mid-Air
5
(45%)
Other
Of the 11 take off accidents reported 4 (36%) involved a low turn leading to one stall and 3
ground loops due to a wing impacting the ground. Hitting an obstacle contributed to 5
(45%) of these accidents. 7 take off accidents (64%) involved an emergency release, 2
(18%) a tow rope break.
- 11 -
Contributing Causes of Airport Landing Accidents
14
13
(100%)
All Airport Landing Accidents
Low Turn
Spin/Stall
12
Avoiding Obstacle
Hitting Obstacle
10
Pilot's Physical Condition
8
6
4
Mid-Air
6
(46%)
2
2
(15%)(15%)
1
(8%)
2
High Winds/Gusts/Turbulence
4
(31%)
Deteriorating Weather
2
(15%)
2
(15%)
3
(23%)
Tow Rope Break
2
(15%)
High Speed Low Pass
Unintentional Ground Loop
0
0
0
0
0
0
Intentional Ground Loop
0
Pilot Induced Oscillation/Porpoising
Contributing Causes
-
Emergency Release
Other
Of the 13 reported airport approach/landing accidents 3 (23%) involved a low turn leading
to a ground loop due to a wing impacting the ground, 4 (31%) involved a stall/spin and 2
(15%) a low pass. 1 low pass accident lead to a loss of control, 1 to structural damage due
to flutter.
Contributing Causes of Off-Field Landing Accidents
25
24
(100%)
All Off-Field Landing Accidents
21
(88%)
20
Low Turn
Spin/Stall
Avoiding Obstacle
16
(67%)
Hitting Obstacle
Pilot's Physical Condition
15
Mid-Air
7
(29%)
10
High Winds/Gusts/Turbulence
8
(33%)
Deteriorating Weather
5
(21%)
5
2
(8%)
1
(4%)
0
0
0
0
0
1
(4%)
Emergency Release
2
(8%)
0
High Speed Low Pass
Unintentional Ground Loop
Intentional Ground Loop
Pilot Induced Oscillation/Porpoising
Contributing Causes
-
Tow Rope Break
5
(21%)
Other
Of the 24 forced off-field landings 2 (8%) involved a low turn leading to a ground loop due
to a wing impacting the ground. Both low turns were triggered by an attempt to avoid an
obstacle. 5 accidents (21%) involved a stall/spin, 4 of them were triggered by an attempt to
avoid an obstacle, 1 by loss of lift due to wind gusts/turbulence (apparently a dust devil in
this case). Avoiding or hitting an obstacle contributed to 23 (96%) of these accidents.
- 12 -
A closer look at the role High Winds/Gusts/Turbulence played in glider accidents reveals:
- High Winds/Gusts/Turbulence contributed to 6 of 13 (46%) reported airport approach/
landing accidents, 8 of 24 (33%) forced off-field landings and 4 of 11 (36%) take off
accidents.
Contributing Causes of In-Flight Accidents
6
(100%)
All In-Flight Accidents
6
5
(83%)
5
Low Turn
Spin/Stall
Avoiding Obstacle
Hitting Obstacle
4
Pilot's Physical Condition
Mid-Air
3
High Winds/Gusts/Turbulence
2
(33%)
Deteriorating Weather
Tow Rope Break
2
1
(17%)
1
(17%)
Emergency Release
High Speed Low Pass
1
Unintentional Ground Loop
0
0
0
0
0
0
0
0
0
0
0
Intentional Ground Loop
Pilot Induced Oscillation/Porpoising
Contributing Causes
-
0
Other
Of the 6 in-flight accidents 2 (33%) involved ground impacts during ridge soaring, 1
caused by a stall in turbulence close to the ground with insufficient altitude to recover, 1
caused by distraction and a turn in an attempt to watch deer… 1 involved the impact on an
elevated mesa after take off and retraction of engine (one of the 2 fatally injured pilots was
the 1993 15m World Champion). 1 involved a bail-out triggered by loss of control of the
glider due to jammed controls. 1 involved an unexplained straight dive into the ground
after tow release at designated altitude and finally 1 accident was caused by structural
failure of a glider prototype in flight.
A more detailed analysis of the more recent glider accidents shows the following for the Moriarty
airport:
-
-
3 of the 4 glider accidents reported in New Mexico (or 75%).over the last 3 years happened
at the airport in Moriarty.
2 of the Moriarty accidents over the last 3 years involved take off emergencies with early
release due to wind gusts/turbulence and a subsequent ground loop due to a low turn and a
wing impacting the ground, resulting in minor injuries in one case and no injuries in the
other case as well as substantial damage to the aircraft in both cases.
1 of the Moriarty accident over the last 3 years occurred during final/touch down and
involved a stall probably caused in part by wind gusts/turbulence and resulted in serious
injury of the pilot.
Finally, here a link to some research on accident avoidance in conjunction with an analysis of
glider accidents in Austria, England, Germany and Switzerland:
http://www.streckenflug.at/download/fatal_gliding.pdf
- 13 -
A Review of Glider Performance Considerations in Light of Past New Mexico
Glider Accidents
The following is a collection of glider performance data as it relates to some key causes of glider
accidents. It is based on various gliding books and flight manuals and intends to show how glider
performance, or the lack thereof, contributed to the accidents. In addition, an attempt is made to
identify key performance considerations that can help a glider pilot prevent most accidents.
The Variation in Stalling Speed as a Result of Bank Angle
Angle of Bank
Load on glider (G)
Increase in stalling Sample Stall Speed
speed due to loading (e.g. ASW 28, Discus 2, LS 8)
0°
20°
30°
45°
60°
75°
1
1.1
1.18
1.4
2
4
0%
1.05 %
8%
18 %
40 %
100 %
38 kts
38.4 kts
41.4 kts
44.8 kts
53.2 kts
76 kts
(+0.4 kts)
(+3.4 kts)
(+6.8 kts)
(+15.2 kts)
(+38 kts)
The stalling speed increases in proportion to the square root of the load factor.
While looking at above raw stall speeds also consider the following: In straight flight and gentle
turns, most gliders are almost uncontrollable at speeds within about 5 knots of the stall. In straight
flight and gentle turns a full back stick would definitely stall the glider, requiring a significant loss
of height to pick up speed before full control is regained. In a steep turn however, the elevator
power in most modern gliders is not adequate to pull the wing beyond the stalling angle and it is
only just possible to reach the pre-stall buffet with the stick full back.
When the turn is much steeper, the stalling speed is raised and this extra means that controls
remain effective until a few knots before the stall. In this case, because of the higher airspeed at the
time, a recovery only involves relaxing the backward pressure on the stick to reduce the angle of
attack of the wing, and the handling and control response are almost instantly restored. As a result,
in steep turns it is usually possible to maintain control to within 2-3 knots of the stalling speed with
an instantaneous recovery, if the pre-stall buffet begins by reducing the backward movement on
the stick to allow the wing to un-stall.
- 14 -
Loss of Altitude vs. Bank Angle in Turns
(Derek Piggott – Beginning Gliding, p. 130, fig. 47)
A common mistake by many glider pilots in situations when height becomes critical is to
instinctively keep the glider’s nose up while entering a dangerous low-banked turn with the
intention of preserving height. Knowing that at the same rate of lift while circling in a thermal, a
lower bank angle will increase the rate of climb the pilot assumes that a lower bank angle in a no
lift situation will preserve height due to the lower sink rate. This can be a fatal mistake. As
demonstrated above a low-banked turn takes much longer to complete and as a result significantly
extends the glider’s exposure to its inherent sink rate. This leads to a higher total loss of height
despite the lower inherent sink rate as compared to a high-banked turn with its relatively higher
inherent sink rate.
If, in addition, you are exposed to high winds during a low-banked turn e.g. when turning onto
base or final (assuming a landing into the wind) the additional drift encountered during the longer
lasting low-banked turn will compound you problems by increasing the distance you have to cover
on final.
- 15 -
Speed vs. Altitude or Never be Low and Slow
When a quick decision needs to be made close to the ground e.g. in an emergency situation altitude
is mostly considered to be the key parameter for deciding what to do next. What is often forgotten
is that if your speed is low you will have far less real altitude to work with than the first quick look
at your altimeter seems to show. If you need to turn and want to avoid a dangerous low bank turn
at low speed (which by itself would use up more altitude than a well banked turn) you will need to
convert altitude into speed before you can start a save turn with a good bank angle.
If e.g. during a take-off emergency you release and end up near stall speed at around 40 kts it will
take you 100 – 150 feet of altitude and 3 – 4 seconds to reach a speed of 60 kts in still air in a
glider like a Discus 2. If you happen to be caught in turbulence with strong 25 feet/sec (15 kts)
downdrafts you will lose 200 – 250 feet of altitude before you are at a save 60 kts that might be
called for to make a well banked turn in turbulent/windy conditions. If you happen to fly into the
wind (as you would do during take-off) you might lose even more altitude due to the wind gradient
close to the ground before you reach the desired 60 kts. A simple recovery from a beginning stall
e.g. in a Discus 2 will require up to 130 feet of altitude before you regain level flight attitude
(Schempp-Hirth - Discus 2a/b Flight Manual). Also keep in mind that aside from loosing precious
altitude you will cover distance while recovering. Unless you planned on landing straight ahead
you will most likely be low and further away from your planned landing spot if you were initially
planning a 180° turn for an emergency downwind landing or you had to recover during approach
on the downwind/base leg.
As a result, in an emergency close to the ground your first concern should normally be your speed,
and then your altitude. Anyone with winch launch experience knows that the first course of action
when faced with a cable break during the climb in a winch launch is to immediately drop the nose
of the glider to regain a save speed as quickly as possible and to avoid the imminent stall before
deciding what to do next. When close to the ground, your safety margin is your speed since you
have very little or no altitude to trade. With extra speed you will be able to trade speed for
altitude/distance if the need should arise. Also consider that in a downdraft on final in
windy/turbulent conditions a higher speed will often lead you to the same round-out spot than if
you were to fly slower, albeit with a much higher margin of safety (see Flying in High Winds
further below).
- 16 -
Here another graphical example of the potential consequences of encountering downdrafts on
approach:
(Derek Piggott – Beginning Gliding, p. 124, fig. 45)
For safety, extra speed is always needed when the glider is flying below about 500 feet, so that any
unexpected sudden loss of height cannot possibly leave the glider “low and slow”. Aside from
exposing you longer to sinking air, the drop in airspeed caused by sinking air might get you
dangerously close to stall speed at a slower speed.
- 17 -
Additional Considerations for Off-field Landings
Aside from the general considerations when landing on or off-field, landing away from an airport
often creates additional challenges. One of them is the space available. 96% of all glider accidents
in New Mexico since 1964 involving off-field landings were related to avoiding and/or hitting an
obstacle! Since the length and width of the landing site chosen for an off-field landing is often
limited by obstructions the approach and ground run need to be carefully considered. Besides the
general approach consideration for a landing, when space is at a premium you should ideally touch
down at the glider’s minimum speed to avoid a long ground run and to minimize the danger of
hitting obstructions. Using the Discus 2 as an example, a touch-down at a speed of 49 kts instead
of 40 kts means the kinetic energy to be dissipated by braking is increased by a factor of 1.44 and
therefore the ground run is lengthened considerably (Schempp-Hirth - Discus 2a/b Flight Manual).
However, keep in mind that above speeds are ground speeds. If you are landing in windy/turbulent
conditions you need to have extra speed but this speed is IAS. Assuming that you are landing into
the wind your ground speed at touch down might actually be lower than the glider’s minimum
speed depending on how much extra speed you added to compensate for the windy/turbulent
conditions and how much the wind gradient affected your final before touch-down. If you are
forced to land downwind due to obstacles you have to keep in mind that your ground speed at
touch down will be comparatively much higher as well as the approach being much shallower.
(Derek Piggott – Understanding Gliding, p. 76, fig. 46)
Don’t let the thought of limiting the length of your ground run lead you to an approach with a
potentially unsafe low speed during final. Ideally, the proper selection of an off-landing site and
careful approach planning should not get you into a situation where you have to worry about the
approach and length of your ground run in the first place. If you do run out of space during your
roll out, consider as a last resort an intentional ground loop to avoid hitting significant obstacles at
speed. If you have to make a choice, land uphill with extra speed instead of downhill and when
stopping turn the glider parallel to the slope to avoid rolling backwards.
- 18 -
When planning your approach keep in mind that there are different ways to get to the same
stopping point depending on the combination of approach angle, speed, use of airbrakes/wheel
brake and float:
(Derek Piggott – Beginning Gliding, p. 102, fig. 32)
Consider the potential hazards in your approach path and during touchdown/roll-out on the ground
and plan your approach accordingly. Include the wind, potential turbulence and downdrafts as well
as the type of ground you will be landing on into your considerations when planning for a save offfield approach and landing. Remember, high winds will normally cause turbulences in lee of
obstacles.
- 19 -
Flying in High Winds Close to the Ground
Many accidents are related to high winds and their associated turbulences and wind gradient close
to the ground. Around 46% of New Mexico’s airport approach/landing accidents and 33% of offfield landing accidents involving gliders since 1964 have been related to high winds/gusts/
turbulence as well as around 45% of all accidents occurring after an emergency tow release/rope
break. High winds require an extra margin of safety, extra vigilance during take-offs and careful
approach planning when landing on or off-field. Many accidents could have been avoided if the
involved pilot had had a better understanding of the effects of the wind gradient when getting close
to the ground:
(Derek Piggott – Understanding Gliding, p. 81, fig. 52)
(Derek Piggott – Understanding Gliding, p. 82, fig. 53)
- 20 -
(Derek Piggott – Gliding, p. 131, fig. 58)
High winds and the resulting wind gradient cause a rapid decrease in wind strength near the
ground. This can cause a serious loss of flying speed during the final stages of an approach with
potentially disastrous consequences. Always use extra speed in windy weather to avoid a hard
landing or a potentially fatal stall close to the ground.
Depending on who you are listening to you should increase your speed by ½ to the full amount of
the predicted wind speed when close to the ground. If in doubt, err on the side of extra speed and,
if known, use the wind gust speed as the basis for your calculations, not the average wind speed. If,
e.g. on your downwind leg, you get hit by a strong gust of 30 kts when calculating with an average
wind speed of 10 kts you suddenly have to be able to handle an additional 20 kts of tailwind. If
your normal approach speed is 50 kts and you increased it by a generous 10 kts to 60 kts to
account for the average wind; the gust will leave you unexpectedly with only around 40 kts of
airspeed – you are suddenly dangerously close to a stall.
- 21 -
(Derek Piggott – Gliding, p. 136, fig. 60)
Notice that an increase in approach speed against a strong wind leads to a steeper approach and
earlier round-out when no sink is encountered but the increased float can easily compensate for
additional distance if needed.
Also remember that a steeper approach at a higher speed gives you an extra margin of safety
should you encounter unexpected sink as well as having a lower margin of error in regards to your
aiming point.
- 22 -
(Derek Piggott – Beginning Gliding, p. 110, fig. 38)
Approaching at a higher speed will reduce the effect of a sudden change in speed due to the wind
gradient or the sudden encounter of a downdraft and therefore reduce the need for adjustments to
stay on track for your intended round-out/touch-down point. In addition, the same small change in
approach angle has a much higher impact on the resulting round-out/touch-down point during a
shallow approach than a steep approach.
It is important to remember however, that it is much more difficult to judge whether a glide with
full airbrake will be steep enough to avoid overshooting in comparison to avoiding undershooting
by simply closing the airbrakes to lower the approach angle. Leave yourself with a margin of
safety during steep approaches and make sure you know how your glider reacts to sideslips if you
should ever need them.
(Derek Piggott – Beginning Gliding, p. 120, fig. 42)
For gliders with good airbrakes the L/D in still air with full airbrakes is around 6:1, the equivalent
of an approach angle of about 10°. Using a side slip the approach angle can be reduced even
further. Flapped gliders can normally achieve steeper approach angles at lower speeds using flaps
and airbrakes than similar unflapped gliders. This is due to the lower stall speed and the increase in
drag caused by the extended flaps.
- 23 -
(Derek Piggott – Gliding, p. 134, fig. 59)
When turning close to the ground in high winds, keep extra altitude for your final turn to minimize
the potentially dangerous effects of the wind gradient.
- 24 -
(Derek Piggott – Understanding Gliding, p. 95, fig. 64)
Due to the wind gradient, if you are planning a 180° turn from downwind into the wind close to
the ground you could be faced with initially increased aileron effectiveness on the lower wing
suddenly turning into a lack of aileron effectiveness when trying to come out of the turn after
turning into the wind. Use extra height and speed to prevent this phenomenon.
- 25 -
(Derek Piggott – Understanding Gliding, p. 78, fig. 49)
(Derek Piggott – Gliding, p. 86, fig. 38)
Strong winds lead to significant drift over ground. Make sure to plan your approach carefully, use
visual references on the ground to avoid being drifted too far downwind, turn early in a well
banked turn, use higher speed for good penetration and make sure you have extra altitude available
should you need it. Remember that your final approach will be much steeper due to the high winds.
- 26 -
Additional Thoughts on Accident Prevention
Avoiding Incidents at the Moriarty Airport
Two of the three glider accidents that have occurred during the last three years at the Moriarty
airport involved take-off emergencies. They were caused by gusts/turbulence leading to an
emergency tow release at low altitude and one turn too many with a resulting ground loop due to a
wing hitting the ground during a low turn.
In contrast to other gliding sites with considerable space constraints, here at Moriarty we are
blessed with a 7700 foot runway and parallel taxiways together with plenty of open space around it.
As a result, it appears that most take-off emergencies here should be relatively easy to handle and
aforementioned accidents should easily have been avoidable. Yet they happened…
One comment I remembered from the discussions on the day of the last accident brought up the
safety related activities during the 1-26 contest that was held at Moriarty the month before. It was
mentioned that all the participating pilots & crew walked part of the airfield and adjacent areas to
assess the feasibility of emergency landings near the airfield (e.g. in case of a tow rope break).
From what I remember most of the areas where found to be suitable for emergency landings.
Reflecting on this I realized, that as a result of the safety activities, these pilots (many of whom
were flying for the first time from the Moriarty airport) probably knew in some key aspects more
about the airport than me even though I am the one who is at the airport at least every other
month... This is probably true not just for me but for many other “locals” provoking some more
thoughts on the issue.
Some interesting details also emerge from the accident report of the take-off accident that
happened at Moriarty on March 12, 2002 (quote):
“The glider and tow plane were climbing through 400-500 feet AGL, when both aircraft
encountered turbulence. The glider was "climbing and sinking rapidly” and the glider pilot could
not neutralize the motion. She believed that she had enough altitude to turn and make a downwind
landing, so she released the tow line. The pilot then turned back to the runway to make a
downwind landing. While in the turn, the pilot received a radio call from the ground telling her to
try to continue around to make a landing into the wind. The pilot attempted to follow the
instructions from the person on the ground, and the left wing tip contacted the ground before the
turn was completed. The pilot stated that if she had continued on her original plan to land
downwind, then she thought that she could have made the landing without incident.”
This accident illustrates the impact the actions of the ground crew/Ops can have in an emergency
situation. When on the ground/on Ops we have to be conscious about the difference we can make,
for good or for worse. A better pilot is a better ground crew member/Ops person; whoever called
in from the ground did not have sufficient information (exact speed and altitude) to provide the
pilot with competent advice nor was that person apparently familiar with the basic rules for takeoff emergencies. A contributing factor to the pilot listening to the bad advice from the ground was
probably that she had only 79 hours on gliders with only 2 hours on the ASW 19 involved.
- 27 -
As a refresher here the key general rules when faced with a take-off/tow emergency plus some
additional thoughts on my part:
Below 200 feet AGL: Land straight ahead or, if space ahead is limited, turn up to 90° into the wind
to loose altitude before turning back to land straight ahead. If the 90° turn takes you towards the
taxiway and the situation allows it you could choose to land straight ahead on the taxiway. A 180°
turn for a downwind landing should be avoided and will almost certainly lead to disaster if a
downdraft is encountered (see Speed vs. Altitude or Never be Low and Slow above). A well-banked
180° turn will take you 10 – 15 seconds and even a less severe downdraft of 6 knots (~10 feet/sec)
will lead to an extra loss of 100 – 150 feet. Add the glider’s normal sink rate for the duration of the
turn and you are almost certainly out of altitude at the end of the turn. In addition, you are certain
to encounter a wind gradient this close to the ground which could be leading to even more
problems depending on which way your are turning relative to the wind (see Flying in High Winds
Close to the Ground above).
At 200 – 400 feet AGL: Turn into the wind before completing a 180° turn followed by a downwind
landing. If the situation allows it you could use the taxiway instead of the runway. Again, if you
are encountering severe downdrafts and/or you are close to stalling speed, 200 – 400 feet AGL
might not be sufficient for a save 180° turn. In addition, a downwind landing at higher wind speeds
is a very difficult and risky undertaking and is not recommended if the tailwind component is
exceeding 20 mph (17.4 kts) since you will loose effective control of the glider at a relatively high
ground speed during the roll out. This will leave you at the mercy of any cross winds and the
direction the glider is traveling at the point when you loose effective control. If you are faced with
gusts/high winds during your downwind landing your ground speed could still be more than 30 kts
at the point when you start loosing effective control of the glider. A severe ground loop as a result
of a dropped wing or hitting an obstruction becomes a very real danger. Also remember that your
approach angle during a downwind landing will be much shallower than during a landing into the
wind requiring more space for a save landing (see Additional Considerations for Off-field
Landings above).
At 400 – 600 feet AGL: You are probably at a save altitude for a 180° turn followed by a
downwind landing. Modify the 180° pattern if necessary and use lateral spacing towards the
intended landing area before the final turn for a downwind landing. You initial turn should always
go into the wind before turning back for the downwind landing to avoid being drifted away from
the runway when turning for the downwind landing.
At 600 – 800 feet AGL: You are probably at a save altitude for a modified pattern for a regular
landing into the wind. In case of strong downdrafts it might still be saver to execute a downwind
landing. Even with 800 feet AGL you will be on the ground in as little as one minute if you
consistently encounter relatively benign downdrafts of 6 knots (~10 feet/sec). One minute would
be about a mile (5280 feet) in terms of distance when flying around 50 – 60 kts, our runway alone
has 7700 feet. If you are facing strong crosswinds consider turning into the wind for your
downwind leg even if this means a non-standard right hand downwind leg. This will help you to
avoid being drifted away from the runway during your modified pattern.
- 28 -
Aero Tow Emergencies (SSA- Soaring Flight Manual)
Unfortunately, most accidents happen when things are not as straight forward as we would expect
them to be. In the case of last month’s accident the trigger for turning low was most likely the tow
plane being pushed pack onto the runway by a severe gust which actually resulted in a prop strike
and the very real danger of a tow plane crash. The glider pilot released immediately and correctly
decided that the tow plane has to be avoided which in turn did not allow for a straight ahead
landing as would be called for based on above general rules.
Picturing myself in this situation I know that if I had intimate knowledge of the areas surrounding
Moriarty’s runway and taxiways it would have been easy for me to decide if turning enough to the
right or left to avoid the tow plane would allow me to bring the glider down in the dirt without any
significant risk. This would have been the case here and knowing this should not have tempted me
to try a very dangerous low turn in an attempt to complete a 180° turn to make it back to the
runway or onto the adjacent taxiway.
I have to admit that I did not have the detailed knowledge of the areas surrounding Moriarty’s
runway and taxiways. As a result, I might have been fixated on getting onto the taxiway/runway
and thus might have attempted a low turn leading to an accident. Any of the 1-26ers flying for the
first time at Moriarty would probably have reacted differently in a similar situation as a result of
the safety briefing they received and the confidence of knowing what to expect off the
runway/taxiways.
- 29 -
The conclusions are clear: If you are flying out of Moriarty you should know the immediate
surroundings intimately to make quick and save decisions in similar emergency situations. High
winds, gusts, dust devils and rotors are a fact of live at Moriarty; they are the side products of our
world-class soaring conditions. Sooner or later we all will likely end up in a borderline situation
that will require sound and fast decision making to avoid an accident. As far as I can tell, the
airport’s immediate surroundings are mostly in our favor, we have to make sure that we can make
use of them when safety requires it.
We should therefore consider having a detailed map/satellite photo such as the one further below
(in higher resolution) that shows all landable areas around the airport as well as any significant
obstructions (fences, runway signs, ditches etc.) together with their distance from the runway.
Especially important is the knowledge of the area covering the first 1000 feet or so past both ends
of the runway (straight ahead and to the sides) since those areas are the areas you might have to
depend on during a low altitude emergency near the end of the runway during take-off or when
coming in short. The same is true for the areas immediately next to the runway and taxiways since
knowing these areas would allow you to competently decide where to go on a dicey downwind
landing that could lead you to run off the runway; in a situation as encountered during the last
accident or when faced with an obstructed runway/taxiway during an emergency landing.
Another thing to remember: The last incident with the Grob I recall from before the mentioned
accident involved a wing hitting a runway sign further down runway 26 while landing long. More
awareness of the obstructions present at the airport might have prevented this incident as well.
Above airport information should be posted at the club house as well as being available for Ops
and pilots on the ramp when Ops is on duty. It should be made as easy as possible for any pilot to
do a quick review of emergency scenarios with the help of above information when getting ready
on the ramp. Furthermore, a simple map/photo showing the traffic patterns and reference points for
both runways should also be available. In addition, maybe as part of the safety day, all of us should
take the time and visually inspect the surroundings similar to how it was done during the 1-26
championships. Such a “walk” should also be standard procedure for any new club member and
student. Any pilot flying from Moriarty should have a detailed mental picture of the airport’s
surroundings; it should be considered part of the skill set needed to safely operate out of Moriarty.
As with any learned skill, a frequent refresher (e.g. an annual “walk” as part of an annual club
safety briefing) will help to preserve this important knowledge.
Consider also that most of us are probably much more familiar with anything involving runway 26
as opposed to runway 8 since we don’t use runway 8 that often. Ask yourself: When was the last
time you used runway 8? How familiar are you with its traffic pattern, related reference points and
aiming point for final approach? How high are you normally on tow when crossing the end of the
runway/airport boundary?
Interestingly enough, a quick look at below satellite photo of the Moriarty airport reveals that a
low altitude emergency during take-off from the less familiar runway 8 presents you with a lot
more hostile terrain surrounding that part of the airport than the same situation when using runway
26. In addition, due to the ramp being closer to the end of runway 8, a similar take-off emergency
will almost certainly leave you with fewer options and less room for error on runway 8 than a
similar situation on runway 26.
- 30 -
←N
Satellite Photo of Moriarty Airport (http://www.terraserver.com)
- 31 -
Another thought I had when reflecting on the accident and possible measures to avoid future
accidents: Later that day our cross-country pilots were returning and some of them were calling in
to get the current wind information from me to help them plan their approach. This is good
practice and should be done by every pilot who is approaching the airport for a landing.
However, I have to admit that my ability as the responsible Ops person to provide this information
is very limited with the tools I have currently available. The wind sock is about 2500 feet away
from the Ops van and the only other tool available might be a rudimentary hand-held wind speed
indicator that I seem to remember being in the Ops desk.
This means that mostly the pilot has to rely on the ability of the Ops person to adequately guess the
wind speed and direction as well as gust strength. The all important cross-wind component is
either never really considered or is potentially very inaccurate due to the limitations of the
information available. No reliable historical data (gust/wind strengths and directional changes over
the last few minutes) is available at all.
This is obviously not helping the ability of the responsible pilot to plan for the pattern and to
decide on the appropriate approach speed. As shown earlier, choosing and maintaining the correct
approach speed is crucial for a save approach and landing, especially in adverse conditions.
As most of you know we do have the DigiWx system installed at the Moriarty airport which
provides detailed weather information for the pilot including all the data just mentioned. The
problem is that this information is only accessible via the internet/phone or by walking into
Sundance’s office to look at their computer.
For all practical purposes this information is only good to help decide if you should come out to
the airport or when considering if you should get your glider out onto the ramp. More importantly
though, it is inaccessible to Ops while on the ramp and my feeling is that not all pilots check this
information by walking over to Sundance’s office as part of their pre-flighting.
To help with sound pre-flight planning as well as save approach & landing procedures at the
airport the soaring club should in my opinion consider two things:
-
Purchase of a mobile DigiWx unit ($600) for Ops use to provide detailed data to Ops and
pilots (http://www.digiwx.com/opsspecs/accessories.html).
Explicitly recommend and advocate that pilots approaching the airport request wind
information or make it a policy that Ops provides this information without an explicit
request upon a pilot calling in when entering traffic pattern (or both).
The provision of said information without an explicit request should also help pilots to remember
to carefully plan their approach speeds in all conditions and potentially prevent avoidable
accidents related to low speed and adverse wind conditions.
- 32 -
Finally, to address the potential dangers involving the spectators/visitors we often get at Moriarty
we should look at preventive measures to avoid accidents such as this one reported in Los Lunas in
1982 and resulting in one fatally injured bystander (quote):
“During landing the left wing struck a bystander who wandered onto the edge of the asphalt
overrun taking photographs of the landing. There is a caution sign posted on the north access road
of the runway.”
We do get frequent visitors also as a result of Sundance’s operation; let’s make sure we keep them
from getting into a dangerous situation on the ramp or close to the runway.
These issues should be covered in the Ops guidelines; we also have to makes sure that information
on what to do and not to do in case of an accident is easily available. It has to be clear in which
cases the FAA/NTSB needs to be informed, how to get in touch with them and how to deal with
the accident site. A complaint from the FAA investigators was that upon their arrival they found
the accident site seriously disturbed due to everyone having a “close look”. This made it much
more difficult for them to establish the sequence of events. A list of the club members that need to
be informed in case of an incident/accident should also be posted.
It might be helpful to have a cheat sheet for Ops on the Ops desk/van to help reminding ops, pilots,
ground crew and visitors of key safety aspects.
- 33 -
Improving Cross-Country Flying & Planning
As the New Mexico glider accident data shows (and for that matter any glider accident data),
flying cross country is serious business, even more so when done as part of a soaring competition.
When looking at cross-country related accidents in New Mexico we are looking to a large degree
at off-field landing accidents. The only other area involving cross-country flying in New Mexico
with multiple incidents has been ridge soaring with two related accidents. Both had straight
forward causes and could have easily been avoided by more speed and altitude in one case and
proper attention to piloting the glider in the other case.
However, looking at the off-field landing accidents which make up the bulk of the accidents that
occurred during cross-country flying, we are presented with a much more complex picture. At first,
many of these accidents appear to be the result of pilot error(s) committed during the actual
approach and landing. Upon further reflection however, it becomes apparent that many of these
accidents were probably closely related to choosing an inappropriate landing site in the first place.
If this is the case, we have to assume that the landing site that was involved in the relevant accident
was never part of the initial cross-country planning and was therefore never considered as a save
landing site in case the cross-country flight had to be aborted. Hence most of the landing sites
involved were most likely the result of “running out of options”: The combined result of poor preflight preparation and in-flight planning as well as bad in-flight decision making. Avoiding or
hitting an obstacle contributed to 96% of all glider off-field landing accidents in New Mexico
since 1964; making sure that a good landing site is available when needed could therefore have
avoided almost all glider off-field landing accidents.
Like with any other cross-country flight, when planning a cross-country flight from Moriarty, part
of the considerations has to be the availability of out-landing sites in case the weather turns on you
unexpectedly. As Brian Resor described in a previous article in our Towlines newsletter, especially
when going north past Santa Fe towards Taos, you are faced with mountainous territory with very
few or no save options available should you be forced to land out. We do have a list of some
possible out-landing sites in the area on our web site. As a bare minimum, anybody flying crosscountry in our area should have these sites stored as turn points in their cross-country soaring
software to be able to calculate final glide data for these points in flight. This would allow the
cross-country pilot to verify, that the glider is always within save distance of a good landing site
should the need arise.
An interesting project related to out-landing sites has been started one or two years ago by
Austrian and German glider pilots flying in the European Alps. Those of you who have been to the
European Alps know that flying a glider there is a very different experience compared to flying in
the mountains around here. The valleys tend to be much narrower and the elevation differences
between valley bottom and surrounding peaks tend to be higher than here in the Rockies. This
makes for steep and rocky mountain faces with lots of trees below the extensive alpine areas as
well as valleys that can quickly trap you with out-landing sites far in-between. Planning and
executing a save cross-country flight in this environment is a challenge, also because the weather
tends to be less friendly with a much lower cloud base than what we are used to here. To help
share the knowledge of save out-landing sites essential for flying cross-country in the Alps local
pilots decided to set up a website called “Outlanding Guide”: http://www.landewiesen.org/.
- 34 -
The website is unfortunately available in German only but a lot of the information on there is selfexplanatory. A click on the menu link called “landewiesen” (landing fields in English) will take
you to a map of the Eastern Alps (see above) covered with colored dots indicating documented
landing sites. The color of a dot represents the quality of the landing site, a click on any particular
dot takes you to the landing site’s list entry with an overview and a link to a PDF document. The
landing site’s handy PDF document contains for the most part a topographic map with the landing
site and possible approaches clearly indicated as well as an aerial photo of the landing site.
In addition to specific landing site information the website contains pilot’s personal reports from
outlandings to share with others the dos and don’ts of outlandings and related decision making
during cross-country flying. Some of the reports fall into the category of “I was incredibly stupid
but very lucky” with detailed reflections on what went wrong and the mistakes that were made
leading to the necessity to outland in the first place. The website actively encourages pilots to post
these reports to help others to avoid the same mistakes. It also becomes clear, that these local pilots
always program the landing sites into their cross-country software as well as taking the PDFs (see
below) for the relevant landing sites with them into the cockpit to have this information at their
finger tips should they need it. The results have been a lot of stress-free and save outlandings.
- 35 -
Looking at the very positive impact this project has had on the pilots who have used the
information made available, it becomes obvious that similar information for glider pilots in our
area could provide significant benefits and further encourage save cross-country flying. The
promotion of the OLC has re-vitalized cross-country flying in our club; let’s look at making it even
easier and saver for pilots in our area to get involved into cross-country flying or to venture out
even further.
We should be able to further improve the information on possible outlanding sites we have
currently available; e.g. I have seen very little on anything West of the Sandias and towards the
Northwest in the area of the Jemez mountains and beyond. It might also be useful to encourage the
easy sharing of information with our neighbors in Durango, Arizona, Alamogordo and Hobbs
since our extended cross-country areas probably overlap to a certain degree.
- 36 -
Improving and Maintaining Your Pilot Skills
We all know that frequent practice makes a better pilot. The more you fly the more experience you
gain. The more frequently you fly the better this experience is preserved.
The FAA has established minimum standards for maintenance of flight proficiency for rated pilots.
These include FAR 61.57 which requires three take-offs and landings in gliders within the
previous 90 days in order to carry passengers. FAR 61.57 also requires a flight review with an
instructor at least every two years.
The ASC’s Operations and Policy Manual states that the inexperienced pilot who goes more than
90 days without flying would be well advised to fly with an instructor before again assuming pilotin-command responsibilities.
Above has to be considered a bare minimum and would definitely not produce an experienced
pilot. In addition, many of the emergency scenarios described earlier might never have happened
to you and some of them can’t be practiced without significant risk even if you are willing and able
to commit some time to work on your in-flight emergency management skills.
So what can you do if you don’t have the opportunity to make it to the airport as often as you
would like to make sure you stay “sharp”? How do you get a feel for what to do if you’re stuck in
your glider on approach after a long cross-country flight with a cross-wind component suddenly
far exceeding 15 kts? Would you like to know what flutter as a result of a low pass at 160 kts
would do to your glider?
Commercial pilots regularly have to practice for a wide variety of emergencies and they are, for
obvious reasons, not doing it with 200 passengers in a $50 million airplane. For that purpose
commercial operators use simulators as save way of practicing things every pilot hopes to never
have to do in a real plane with 200 scared passengers in the back. Many of you are engine rated
private pilots or even commercial pilots and might have tried PC based simulators such as
Microsoft Flight Simulator. Software like this definitely helps pilots to improve and maintain their
skills, is easy to get and relatively cheap. These types of software allow a pilot to safely explore
the flight envelope of various airplanes without any danger and to work on various important pilot
skills in a fairly realistic environment.
However, the problem with pretty much all mainstream PC based airplane simulators on the
market including MS Flight Simulator is that they have hardly any value beyond basic
entertainment for the true glider pilot. This is the result of the aerodynamic and weather models
being tailored towards the power pilot. You can find gliders and various add-ons for e.g. MS Flight
Simulator that even give you thermal/ridge lift but latest when you try to sideslip your glider on
approach you will realize that your glider might look like one but definitely does not fly like one.
- 37 -
That’s where the new breed of dedicated PC soaring simulators comes in. Here an overview of the
dedicated soaring simulators I am aware of that are currently available (as of August 2005):
SFS PC 4 (http://www.sfspc.de) – This is the granddaddy of dedicated soaring simulators. It is the
creation of two German aerodynamics engineers and the result of evenings and weekends of
programming over more than ten years, incorporating many suggestions from experts, glider pilots
and instructors. Price: ~USD 70.-.
Features include a wide variety of gliders, competition flights against AI pilots, flight analysis and
a diverse soaring area covering the Weserbergland, part of the Harz mountains and surroundings in
north-central Germany. You can chose from many different airports and glider fields offering
winch and/or aero tow launch. A demo limited to one glider field and 7 min flights can be
downloaded for free from the website, screenshots are available as well.
Sailors of the Sky (http://www.sailorsofthesky.com) – First published in 2003, it was created by
Dr. Jesus Saiz Ayala from Spain and originally designed as a training program for sailplane lovers.
The price is EUR 19.- when downloading the software or EUR 29.- when ordering the CD.
Features include a wide variety of gliders, online competition flights via the network/Internet,
various soaring areas including an area in Spain and Minden, Nevada. You can choose from
different clubs and choose between winch and/or aero tow launch. A demo limited to the Minden
area and 5 min flights can be downloaded for free from the website, screenshots are available as
well.
- 38 -
Silent Wings (http://www.silentwings.no) – The first Beta version was released in Oct. 2004
followed by the official release in March 2005. Price is EUR 69.-, software is available for
downloading only.
Features include 6 different gliders and 2 different tow planes, competition flights against AI pilots,
flight analysis and 2 diverse soaring area covering the French Alps as well as the extended Minden,
Nevada area. You can chose from many different airports and glider fields offering winch and/or
aero tow launch. A demo limited to 2 weeks can be downloaded for free from the website,
screenshots and movies are available as well.
Condor, The Competition Soaring Simulator (http://www.condorsoaring.com) – The most recent
addition to dedicated soaring simulators; it was released at the end of April 2005. The price is EUR
39.99 when downloading the software or EUR 49.94 when ordering the CD.
Features include various different gliders (including the Fox acro glider) and tow planes, online
competition flights via the network/Internet, flight analysis and a diverse soaring area covering the
Slovenian Alps and surroundings. You can chose from various airports and glider fields offering
winch and/or aero tow launch. No demo is currently available, but screenshots and movies are
available on their website.
I have been trying all 4 of them, Condor and Silent Wings have the best graphics while the
graphics of SFS PC 4 are a bit outdated. The flight models are probably best in Condor and Silent
Wings with SFS PC 4 being close. Condor has the best interface including a PDA with soaring
software in the cockpit, as well as offering the possibility for wave soaring. Silent Wings and
Sailors of the Sky use satellite photos to render the scenery while Condor and SFS PC 4 use mesh
terrain with lots of 3D objects (Condor’s being of much higher quality). I prefer the later because
satellite photo based scenery flattens out when you get close to the ground since it does not contain
3D objects. Silent Wings and Sailors of the Sky have 3D objects only around the airports.
- 39 -
When considering installing one of the mentioned glider simulators keep in mind that you should
have a more recent PC (800 MHZ+ processor) with sufficient memory (256 MB+) and a good
graphics card. The graphics card is probably the most important ingredient, consider either an ATI
or NVIDIA based graphics card with 128 MB+ memory for best results.
For the most realistic feel when flying your virtual glider you should have more than a keyboard
and mouse. Check out the following for joysticks and even computer rudder pedals:
CH Products (http://www.chproducts.com)
Logitech (http://www.logitech.com)
Saitek (http://www.saitek.com)
Thrustmaster (http://www.thrustmaster.com)
If you’re only looking at a joystick make sure to get one with a twistable handle to be used for the
rudder. A joystick option enhancing the feel of realism is force feedback; most manufacturers offer
specific joystick version with this nice enhancement. If you are looking for something
cheaper/used, you can go to Amazon (http://www.amazon.com) or eBay (http://www.ebay.com).
You might even be able to find one of the coveted but discontinued Microsoft Sidewinder Force
Feedback 2 joysticks.
I highly recommend trying this breed of gliding simulators. They are fun to fly with and allow you
to set and fly your own cross country task in addition to competing against AI pilots or real pilots
with the simulators that have a multiplayer option via a network/the Internet. You can work on
your cross-country decision making skills in various weather conditions or just work on your take
off and landing skills in the most atrocious of wind conditions. Push the limits; breaking your
glider when pushing too far can be very educational and a lot of fun without having to worry about
the FAA, your life and your bank account. As a result, you will also be ready for those nasty little
surprises Mother Nature throws our way when we least expect it while sitting in our real life glider.
One last thought: I remember seeing a trophy for point landings in the club house. If I recall
correctly, the last winner was Bob Carlton and the year he won it was a few years back. May be we
should put on another competition to encourage people to work on their landing skills. That might
come in handy one day when you are forced to out-land while making sure to avoid those pesky
sage brushes and cacti that we seem to have all over the place.
- 40 -
Nobody is Perfect
There is no such thing as the perfect glider pilot; even the best glider pilot makes mistakes at one
point or another. A look at the daily results over the course of any gliding world championship
involving some of the best glider pilots in the world will show you that even the best pilots have
bad days. Ironically, competition flying, which involves some of the best glider pilots around, is
statistically one of the most dangerous activities in gliding.
As mentioned before, Gilbert Gerbaud, 1993 15m World Champion as well as
European and French Champion, with 5430 hours logged in gliders was killed here
in New Mexico in 2001 together with another very experienced pilot (3249 hours
in gliders) in a Nimbus 3DM in a fatal accident at the beginning of a (noncompetition) cross-country flight near Alamogordo.
An excellent presentation about the dangers of flying gliders and our tendency to conveniently
ignore the often uncomfortable facts about our sport was given by Bruno Gantenbrink (1989 15m
World Champion and multiple European & German Champion) as part of the festivities at the 51.
German Soaring Day (Deutscher Segelfliegertag) in 1993:
http://www.dg-flugzeugbau.de/safety-comes-first-e.html
I have read this article several times (and I hope you will read it too), there are soaring clubs in
Germany and elsewhere that now hand a copy of this article to all their members at the beginning
of each gliding season to encourage them to review their attitude and approach towards safety.
Interestingly enough, the all so common statement so prominently mentioned and disproved in the
article ("The most dangerous part of gliding is the trip to the glider field") was one of the first
things I heard as well when I started flying gliders in Germany in 1991.
Another interesting part of Bruno Gantenbrink’s article is his mentioning of Klaus Holighaus
(quote):
“Those who have flown with me in competition know that there are certain things that I will not do.
I remember a situation during the 1985 world comps in Italy when I was flying with Klaus
Holighaus. He was a little higher than I and we were having a problem. He flew out of the light
rain in the valley over a pass with a turbulent crosswind. We really didn't know which way the
wind was blowing and we could have been flying into a lee wind off the pass. Our height over the
pass was at best 60 to 70 meters and we had about one to two kilometers to fly to get to the pass.
Even though the passage appeared to be possible and Holighaus was practically through, I turned
back into the bad weather. At that moment, I said good-bye to the ranks of pilots who seriously
considered themselves in contention for the world championship title. I was never sorry for the
decision I made.
There was a 99% chance that I could have made it through the pass. Klaus was a little higher and
made it. I would have made it if nothing unforeseen had happened. However, only the smallest
thing needed to have gone wrong such as flying a little to the right or to the left of Klaus' path.
That can make a big difference in a pass. Then I would have been stuck up there over the
unlandable pass.”
- 41 -
In August 1994, a year after Bruno Gantenbrink’s presentation, Klaus Holighaus
lost his life at the age of 54 in a fatal gliding accident during one of his (noncompetition) cross-country flights into the Alps. The wreck of the glider, which
had smashed into a mountain in the St. Gotthard area, wasn't found until two
days later. The exact circumstances of the accident are not clear, but it is
assumed that one major cause of this disaster was the deteriorating weather
conditions on the day. According to the Swiss Civil Aviation Authority, he
appeared to have been flying too close to a slope. Pictures of the scene suggest that he was
attempting to fly through a small pass.
Klaus Holighaus was the owner and manager of the German glider manufacturer Schempp-Hirth
(maker of the Cirrus, Janus, Discus, Ventus and Nimbus gliders). He was also an extremely
successful competition and record holding pilot. He flew in all German Nationals since 1968,
winning 6 of them, became European Champion 3 times and finished in the top rankings of all 9
World Championships he competed in. In addition, he held no less than 16 World Records in
different categories. At the time of his death, Klaus had logged 8,168 hours of soaring flight.
Helmut Reichman, one of the pioneers of modern cross-country flying, is
probably someone most of you are familiar with as well. He is the author of the
bible of cross-country flying, “Cross-Country Soaring”. He was a 3 time World
Champion, multiple German Champion and co-founder of the Barron Hilton Cup
soaring competition involving the best glider pilots in the world. Helmut
Reichman was killed in 1991 at the age of 40 in a mid-air collision in Southern
France after returning from a successful cross-country flying lesson with pilots
from the German Junior National Team. The accident happened while
rendezvousing with four pilots from another glider port; the mid-air occurred with one of the pilots
that had just joined them as all eight planes circled in the same thermal.
On reflection it becomes abundantly clear that even the most experienced pilots can be lead to
make fatal mistakes. If it can happen to one of them it can happen to any one of us. Be open and
honest about the mistakes you and others are making and learn from them to avoid them in the
future. Most importantly, for your own and your fellow pilot’s benefit:
Take Responsibility - Take Safety Seriously!
- 42 -
Historical Overview of New Mexico Glider Accidents since 1962
Current
Synopsis
PDF
Report(s)
Event
Date
Preliminary
Preliminary
7/9/2005
Probable
Cause
Factual ,
Probable
Cause
6/8/2003
Probable
Cause
Factual ,
Probable
Cause
Probable
Cause
Probable
Cause
Released
Location
Make / Model
Regist.
Number
Event
Severity
Type of Air Carrier
Operation
and Carrier Name (Doing
Business As)
Moriarty, NM
Grob 103
N916G
Nonfatal
Part 91: General Aviation
12/30/2003
Moriarty, NM
Burkhart Grob G102
Standard III
N850BG
Nonfatal
Part 91: General Aviation
8/15/2002
4/1/2003
Hobbs, NM
Schweizer SGS 1-26B
N696U
Nonfatal
Part 91: General Aviation
Factual ,
Probable
Cause
3/12/2002
4/29/2003
Moriarty, NM
Schleicher AS-W19
N333US
Nonfatal
Part 91: General Aviation
Probable
Cause
Factual ,
Probable
Cause
11/23/2001
7/2/2002
Alamogordo,
NM
Eiriavion Oy PIK 20D
N2078D
Nonfatal
Part 91: General Aviation
Probable
Cause
Factual ,
Probable
Cause
5/24/2001
4/15/2003
Alamogordo,
NM
Schempp-Hirth Nimbus3DM
N11ZQ
Fatal(2)
Part 91: General Aviation
Probable
Cause
Factual ,
Probable
Cause
7/11/1999
6/23/2000
HOBBS, NM
Schempp-Hirth VENTUS
B/16.6
N176V
Nonfatal
Part 91: General Aviation
Probable
Cause
Factual ,
Probable
Cause
6/10/1999
10/13/2000
HOBBS, NM
Schweizer SGU-2-22E
N5823V
Nonfatal
Part 91: General Aviation
Probable
Cause
Factual ,
Probable
Cause
6/14/1998
6/21/2000
TAOS, NM
Schempp-Hirth VENTUS
CM
N94DP
Nonfatal
Part 91: General Aviation
Probable
Cause
Factual ,
Probable
Cause
7/5/1997
11/6/1998
HOBBS, NM
Schempp-Hirth VENTUSN80077
2B
Fatal(1)
Part 91: General Aviation
- 43 -
Current
Synopsis
PDF
Report(s)
Event
Date
Probable
Cause
Released
Location
Make / Model
Regist.
Number
Event
Severity
Type of Air Carrier
Operation
and Carrier Name
(Doing Business As)
Probable
Cause
Factual ,
Probable
Cause
5/25/1997
12/15/1997
SANTA FE, NM
Centrair 101C
N991JB
Nonfatal
Part 91: General
Aviation
Probable
Cause
Factual ,
Probable
Cause
7/31/1995
10/13/1995
SANDIA PARK,
NM
Rolladen-Schneider LS-3-17
N48EH
Nonfatal
Part 91: General
Aviation
Probable
Cause
Factual ,
Probable
Cause
7/24/1995
12/19/1995
RED RIVER, NM
GLASFLUGEL STANDARD
LIBELLE
N2972
Nonfatal
Part 91: General
Aviation
Probable
Cause
Factual ,
Probable
Cause
3/20/1995
11/30/1995
EDGEWOOD, NM
I.C.A. Brasov IS-28B2
N51947
Nonfatal
Part 91: General
Aviation
Probable
Cause
Factual ,
Probable
Cause
11/26/1994
2/24/1995
ALAMOGORDO,
NM
GLASER-DIRKS DG-600
N7020P
Nonfatal
Part 91: General
Aviation
Probable
Cause
Factual ,
Probable
Cause
10/2/1994
6/19/1995
ALAMOGORDO,
NM
I.C.A. Brasov IS-28B2
N70792
Nonfatal
Part 91: General
Aviation
Probable
Cause
Factual ,
Probable
Cause
8/25/1990
11/9/1992
ALAMOGORDO,
NM
SCHLEICHER ASW-19
N777XR
Nonfatal
Part 91: General
Aviation
Probable
Cause
Factual ,
Probable
Cause
6/19/1988
9/11/1989
MORIARTY, NM
Burkhart Grob G-102
N143SS
Nonfatal
Part 91: General
Aviation
Probable
Cause
Factual ,
Probable
Cause
7/8/1987
11/29/1988
HOBBS, NM
SCHEMPP-HIRTH NIMBUS
II
N71JD
Nonfatal
Part 91: General
Aviation
Probable
Cause
Factual ,
Probable
Cause
7/11/1986
HOBBS, NM
SCHLEICHER ASW-20
N13JR
Nonfatal
Part 91: General
Aviation
- 44 -
Current
Synopsis
PDF
Report(s)
Event
Date
Probable
Cause
Released
Location
Make / Model
Probable
Cause
Factual ,
Probable
Cause
7/11/1986
HOBBS, NM
SCHLEICHER ASW-20B
Probable
Cause
Factual ,
Probable
Cause
1/1/1986
ALAMOGORDO,
NM
Probable
Cause
Factual ,
Probable
Cause
7/7/1985
Probable
Cause
Factual ,
Probable
Cause
Probable
Cause
Type of Air Carrier
Regist.
Event
Operation
Number Severity and Carrier Name (Doing
Business As)
Nonfatal
Part 91: General Aviation
SCHEMPP-HIRTH VENTUSN166JD
B
Nonfatal
Part 91: General Aviation
TATUM, NM
ROLLADEN-SCHNEIDER
LS-4
N4203Y
Nonfatal
Part 91: General Aviation
6/16/1984
TAOS, NM
Scheibe Flugzeugbau
ZUGVOGEL IIIB
N30118
Nonfatal
Part 91: General Aviation
Factual ,
Probable
Cause
5/26/1984
EDGEWOOD, NM
LET L-13
N48032
Fatal(1)
Part 91: General Aviation
Probable
Cause
Factual ,
Probable
Cause
5/28/1983
LOS LUNAS, NM
GLASFLUGEL H-301
N1017
Nonfatal
Part 91: General Aviation
Probable
Cause
Factual ,
Probable
Cause
5/8/1982
LOS LUNAS, NM
BLANIK L-13
N48032
Fatal(1)
Part 91: General Aviation
5/8/1983
N26EE
Probable
Cause
10/3/1981
LOS LUNAS, NM
SCHWEIZER 2-33A
N2534H
Nonfatal
Part 91 General Aviation
Probable
Cause
8/2/1981
MORIARTY, NM
SCHWEIZER 1-26
N2505H
Nonfatal
Part 91 General Aviation
Probable
Cause
7/13/1981
HOBBS, NM
SCHNEIDER LS-4
N52AB
Nonfatal
Part 91 General Aviation
- 45 -
Current
Synopsis
PDF
Report(s)
Event
Date
Probable
Cause
Released
Location
Make / Model
Regist.
Number
Event
Severity
Type of Air Carrier Operation
and Carrier Name (Doing
Business As)
Probable
Cause
6/1/1981
LAS VEGAS, NM
SCHLEICHER ASW20
N9031W
Fatal(1)
Part 91 General Aviation
Probable
Cause
5/2/1981
MORIARTY, NM
ICA BRASOV
IS29D2
N51947
Nonfatal
Part 91 General Aviation
Probable
Cause
10/11/1980
ALAMOGORDO,
NM
PRUE SUPER
N86676
Nonfatal
Part 91 General Aviation
Probable
Cause
9/27/1980
MORIARTY, NM
SCHWEIZER SGS126
N8671R
Nonfatal
Part 91 General Aviation
Probable
Cause
7/15/1980
HOBBS, NM
SCHLEICHER ASW20
N56MW
Fatal(1)
Part 91 General Aviation
Probable
Cause
7/12/1980
HOBBS, NM
JANUS C
D-7013
Nonfatal
General Aviation Forn
Probable
Cause
5/20/1978
AZTEC, NM
SCHWEIZER 233A
N7590
Nonfatal
Part 91 General Aviation
Probable
Cause
7/19/1977
HOBBS, NM
MOLINO OY PIK-20
N37N
Nonfatal
Part 91 General Aviation
Probable
Cause
5/22/1977
MORIARTY, NM
AERO TEK IV
N101AT
Fatal(1)
Part 91 General Aviation
Probable
Cause
9/27/1975
MORIARITY, NM
BREIGLEIB BG-12A
N5573V
Nonfatal
Part 91 General Aviation
- 46 -
Current
Synopsis
PDF
Report(s)
Event
Date
Probable
Cause
Released
Location
Make / Model
Regist.
Event
Number Severity
Type of Air Carrier Operation
and Carrier Name (Doing
Business As)
Probable
Cause
7/20/1975
HOBBS, NM
GLASFLUGEL
H301B
N3012
Nonfatal
Part 91 General Aviation
Probable
Cause
7/18/1975
ARTESIA, NM
FLUG-UNDFAH
HBV
N292D
Nonfatal
Part 91 General Aviation
Probable
Cause
6/28/1975
LAS CRUCES, NM
SCHWEIZER
SGS232
N17871
Nonfatal
Part 91 General Aviation
Probable
Cause
9/1/1974
ALBUQUERQUE,
NM
SCHWEIZER
SGS232
N5826V
Nonfatal
Part 91 General Aviation
Probable
Cause
7/6/1974
MORIARTY, NM
SCHWEIZER
SGS123
N91880
Nonfatal
Part 91 General Aviation
Probable
Cause
9/15/1973
MORIARTY, NM
SCHWEIZER
SGS126
N8671R
Nonfatal
Part 91 General Aviation
Probable
Cause
3/21/1971
MORIARITY, NM
SCHWEIZER SGS-1
N2720Z
Nonfatal
Part 91 General Aviation
Probable
Cause
6/1/1969
EDGEWOOD, NM
GLASFUGEL H301B
N1615
Nonfatal
Part 91 General Aviation
Probable
Cause
7/28/1968
ESPANOLA, NM
CHANEY EFG-1
N3041
Nonfatal
Part 91 General Aviation
Probable
Cause
7/8/1967
ESPANOLA, NM
SCHWEIZER
SGS126
N8676R
Nonfatal
Part 91 General Aviation
- 47 -
Current
Synopsis
PDF
Report(s)
Event
Date
Probable
Cause
Released
Location
Make / Model
Regist.
Event
Number Severity
Type of Air Carrier Operation
and Carrier Name (Doing
Business As)
Probable
Cause
5/30/1967
RUIDOSO, NM
SCHWEIZER SGS1
N91880
Nonfatal
Part 91 General Aviation
Probable
Cause
5/21/1966
LAGUNA, NM
SCHWEIZER 2-32
N2767Z
Nonfatal
Part 91 General Aviation
Probable
Cause
5/30/1965
ALAMOGORDO,
NM
SCHWEIZER
SGU222
N2728Z
Nonfatal
Part 91 General Aviation
Probable
Cause
8/22/1964
JAL, NM
SCHWEIZER 123H
N10382
Nonfatal
Part 91 General Aviation
- 48 -
Probable Cause Reports for all New Mexico Glider Accidents since 1962
NTSB Identification: DEN05LA108
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 09, 2005 in Moriarty, NM
Aircraft: Grob 103, registration: N916G
Injuries: 2 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this
report will be corrected when the final report has been completed.
On July 9, 2005, at 1245 mountain daylight time, a Grob 103, N916G, operated by the
Albuquerque Soaring Club and piloted by a private pilot, was substantially damaged during a
forced landing following an aborted aero tow at Moriarty Airport, Moriarty, New Mexico. Visual
meteorological conditions prevailed at the time of the accident. The local personal flight was
being conducted under the provisions of 14 CFR Part 91 without a flight plan. The pilot and
passenger were not injured. The flight was originating at the time of the accident.
The glider pilot said that tow started normally. He said the towplane started "pulling up and then
touched back down" and the glider pilot saw a "puff of smoke." He elected to release and
perform an emergency landing at an altitude of approximately 75-100 feet. The pilot said that
after turning 90 degrees right, the glider was "close to the ground" so he "leveled the wings and
tried to flare" and the glider impacted terrain and ground looped.
According to FAA inspectors, the right wing was severed from the aircraft and the fuselage was
found in two pieces, separated just aft of the cockpit.
--------------------------NTSB Identification: DEN03LA100.
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Sunday, June 08, 2003 in Moriarty, NM
Probable Cause Approval Date: 12/30/2003
Aircraft: Burkhart Grob G102 Standard III, registration: N850BG
Injuries: 1 Serious.
After completing a left hand turn from base to final for runway 26, the pilot felt a sudden wind
shift and noticed a groundspeed increase of approximately 5 to 10 knots. The glider landed hard,
bounced into the air about 10 feet above the runway, and stalled. It struck the runway in a nose
down attitude collapsing both wings, and separating the fuselage from the empennage.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
the pilot's improper flare, and his failure to recover from the subsequent bounced landing.
Contributing factors include the sudden wind shift and the tail wind.
- 49 -
NTSB Identification: FTW02LA237.
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Thursday, August 15, 2002 in Hobbs, NM
Probable Cause Approval Date: 4/1/2003
Aircraft: Schweizer SGS 1-26B, registration: N696U
Injuries: 1 Serious.
The pilot reported that approximately 5 to 10 miles east of the airport, the glider was
"thermaling" at 8,000 feet msl. The glider encountered a downdraft with a rainshower, and
subsequently, quickly lost altitude. Unable to locate a thermal to gain altitude, the pilot initiated a
forced landing to a field. While attempting to land in the field, the glider struck a wire fence. The
glider came to rest upright and tangled in the fence wire.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
the pilot's inadvertent flight into adverse weather conditions which resulted in the loss of thermal
lift. A contributing factor was the lack of suitable terrain for the forced landing.
--------------------------NTSB Identification: FTW02
LA092.
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Tuesday, March 12, 2002 in Moriarty, NM
Probable Cause Approval Date: 4/29/2003
Aircraft: Schleicher AS-W19, registration: N333US
Injuries: 1 Minor.
The glider and tow plane and were climbing through 400-500 feet AGL, when both aircraft
encountered turbulence. The glider was "climbing and sinking rapidly and the glider pilot could
not neutralize the motion. She believed that she had enough altitude to turn and make a
downwind landing, so she released the tow line. The pilot then turned back to the runway to
make a downwind landing. While in the turn, the pilot received a radio call from the ground
telling her to try to continue around to make a landing into the wind. The pilot attempted to
follow the instructions from the person on the ground, and the left wing tip contacted the ground
before the turn was completed. The pilot stated that if she had continued on her original plan to
land downwind, then she thought that she could have made the landing without incident.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
The pilot's attempt to perform a turn upwind at a altitude too low to complete the turn. A factor
was the turbulance.
- 50 -
NTSB Identification: FTW02LA043.
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Friday, November 23, 2001 in Alamogordo, NM
Probable Cause Approval Date: 7/2/2002
Aircraft: Eiriavion Oy PIK 20D, registration: N2078D
Injuries: 1 Uninjured.
The pilot reported that shortly after an aero tow takeoff the flight encountered a strong wind gust
which "caused the glider to balloon dangerously high above the tow plane." The pilot elected to
release the tow rope at approximately 200 feet above ground level. An immediate right turn was
initiated to an intersecting runway. The glider did not have sufficient altitude to make the runway
and, subsequently, the right wing impacted small trees and the ground. The glider then ground
looped 180 degrees and slid approximately 50 feet before coming to rest upright. The pilot
reported that the wind at the time of the accident was from 350 degrees at 15 knots, gusting to 25
knots. The automated weather observation facility on the airport reported the wind as from 210
degrees at 4 knots.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
The pilot's failure to maintain altitude and clearance with small trees during a precautionary
landing.
---------------------------
- 51 -
NTSB Identification: DEN01FA105.
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Thursday, May 24, 2001 in Alamogordo, NM
Probable Cause Approval Date: 4/15/2003
Aircraft: Schempp-Hirth Nimbus-3DM, registration: N11ZQ
Injuries: 2 Fatal.
The two pilots had arrived from Europe 3 days before the accident to take part in a 2 week long
world record soaring attempt. They departed on runway 21 (elevation 4,200 feet) in a self-launch
motorized glider and turned east towards the mesa (elevation 9,100 feet). A fellow pilot said that
the motor is usually stowed at 1,000 meters, and the stowing process takes between 2 to 3
minutes. The aircraft is flown strictly as a glider after that. The glider disappeared from radar
approximately 10 minutes later. Two other gliders departed within 30 minutes, and they reported
good uplift and strong downdrafts. The mesa top was heavily forested and the temperature was
approximately 25 degrees Fahrenheit cooler than the departure airport. The downed glider was
found 3 days later, and the impact signatures suggest a flight track of 235 degrees. The accident
aircraft was found approximately 300 to 400 yards from the western edge of the mesa. The
toxicological report on the second pilot (the pilot flying) indicated that he had Phenobarbital in
his liver and kidney. The FAA does not approve of this prescribed medication in pilots, while
they are on flight status.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
The flight crew's inadequate in-flight planning to fly over the mesa with insufficient altitude. A
contributing factor was the downdraft weather condition
--------------------------NTSB Identification: DEN99LA117 .
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 11, 1999 in HOBBS, NM
Probable Cause Approval Date: 6/23/2000
Aircraft: Schempp-Hirth VENTUS B/16.6, registration: N176V
Injuries: 1 Uninjured.
According to glider race officials, the pilot was returning to the airport, and was approximately
14 nautical miles out. The pilot said that the lift conditions were deteriorating, and he needed to
land-out. He said that he selected a road to land on, but as he approached his landing point, he
became aware of transmission wires. He subsequently maneuvered his glider away from the
wires, but stalled his aircraft. The pilot said that he caught a wing tip, and the glider rotated into a
fence. The glider was broken in half, and the nose and vertical stabilizer were damaged.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
The pilot's inadequate in-flight planning. Factors were the loss of thermal lift, the subsequent
stall/spin, and the fence post that he impacted.
- 52 -
NTSB Identification: DEN99LA102 .
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Thursday, June 10, 1999 in HOBBS, NM
Probable Cause Approval Date: 10/13/2000
Aircraft: Schweizer SGU-2-22E, registration: N5823V
Injuries: 1 Uninjured.
The pilot said his tow aloft had been 'fairly rough,' and he released at 2,000 feet, in turbulence,
and ascended in a thermal to 5,000 feet. He was 'frustrated' by the turbulence, and was 'having
trouble controlling the plane,' so he decided to land. He began to get 'frustrated and nervous' and
started 'breathing really hard because [he] was scared.' He began to 'feel strange,' and his face
and hands 'felt numb. . .like they had fallen asleep.' He began to see 'a lot of little dots,' and he
'passed out.' He regained consciousness just before striking a stop sign. He flew under some
powerlines, then landed in a field, and struck a pole embedded in the ground. A physician said
the pilot was dehydrated and had hyperventilated, causing the brief lapse of consciousness.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
Pilot incapacitation (loss of consciousness) due to dehydration and hyperventilation. Factors
were the turbulence and excessive workload (task overload) that induced anxiety/apprehension,
and striking the sign and the pole.
--------------------------NTSB Identification: FTW98LA284 .
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Sunday, June 14, 1998 in TAOS, NM
Probable Cause Approval Date: 6/21/2000
Aircraft: Schempp-Hirth VENTUS CM, registration: N94DP
Injuries: 1 Uninjured.
During final approach for landing the 27 horsepower motor glider was subjected to winds which
increased from 10 knots to 24 knots with gusts to 37 knots. The landing was hard, causing
damage to the wings and bottom of the fuselage.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
The pilot's improper flare. Contributing to the accident was the sudden wind shift which rendered
the aircraft uncontrollable when the aircraft was on final approach to land.
- 53 -
NTSB Identification: FTW97FA249 .
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 05, 1997 in HOBBS, NM
Probable Cause Approval Date: 11/6/1998
Aircraft: Schempp-Hirth VENTUS-2B, registration: N80077
Injuries: 1 Fatal.
The pilot had been involved in a week-long Region 9 glider competition. Witnesses reported that
approximately halfway to the first check point, a 'low cloud deck moved in from the northeast
reducing the available lift.' Witnesses stated that the weather deteriorated to such a degree that 20
of the 38 competing gliders landed-out. As the pilot was flying south towards the approach end
of runway 17, approximately 200 feet agl, he turned eastbound. According to witnesses at the
destination airport, the pilot radioed that he was going 'to land-out.' A witness near the accident
site reported that she 'heard the glider fly overhead and looked up to see it just above her house.'
The witness further reported that she saw the glider fly northbound and climb to 'about 2, maybe
3 telephone poles height above the ground.' She said that the glider was 'rocking back and forth
like a kite, and then it spun to the left and hit the ground.' The glider fell on some transmission
wires as it impacted the ground. The Soaring Society of America's Flight Manual states that in
preparation for an off-field landing, the pilot should select a specific field by 1,500 feet agl.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
The pilot's failure to select an off-field landing site with sufficient time/altitude to perform the
landing which led to his failure to maintain airspeed. A factor was the unfavorable wind.
--------------------------NTSB Identification: FTW97LA201 .
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 25, 1997 in SANTA FE, NM
Probable Cause Approval Date: 12/15/1997
Aircraft: Centrair 101C, registration: N991JB
Injuries: 1 Uninjured.
Initially, strong thermal conditions prevailed on the proposed 500 km cross-country glider flight;
however, conditions began to weaken, and the pilot amended his destination twice. The
conditions continued to deteriorate, and when the glider reached an altitude of 1,500 feet agl, the
pilot determined that an off-airport landing was inevitable. He selected a highway as the only
available landing area due to numerous trees in the surrounding terrain. The glider touched down,
and during rolled-out, the wings settled onto the highway guardrails. At a speed of about 10 mph,
the glider's nose turned left, and the fuselage contacted the left guardrail.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
the pilot's improper planning/decison. Factors relating to the accident were: lack of thermal lift,
which resulted in an off-airport landing, and the lack of suitable terrain for the landing.
- 54 -
NTSB Identification: FTW95LA325 .
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Monday, July 31, 1995 in SANDIA PARK, NM
Probable Cause Approval Date: 10/13/1995
Aircraft: Rolladen-Schneider LS-3-17, registration: N48EH
Injuries: 1 Uninjured.
SHORTLY AFTER BEING TOWED ALOFT, THUNDERSTORMS MOVED INTO THE
AREA AND PREVENTED THE PILOT FROM RETURNING TO THE AIRPORT. HE
ELECTED TO LAND IN A FIELD. DURING THE LANDING ROLL, THE AIRCRAFT
COLLIDED WITH A CACTUS, SHEARING OFF THE LEFT WING AND CAUSING THE
AIRCRAFT TO GROUNDLOOP.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
THE PILOT'S IMPROPER EVALUATION OF THE DEVELOPING THUNDERSTORM
ACTIVITY. FACTORS WERE THE WEATHER AND THE LACK OF SUITABLE TERRAIN
FOR THE PRECAUTIONARY LANDING.
--------------------------NTSB Identification: FTW95LA326 .
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Monday, July 24, 1995 in RED RIVER, NM
Probable Cause Approval Date: 12/19/1995
Aircraft: GLASFLUGEL STANDARD LIBELLE, registration: N2972
Injuries: 1 Uninjured.
WHILE SOARING OVER A CANYON, THE GLIDER ENCOUNTERED AN
'ATMOSPHERIC CONDITION OF SINK' AND THE PILOT WAS UNABLE TO LOCATE
ANY THERMAL ACTIVITY. HE DECIDED TO 'LAND OUT IN DIFFICULT TERRAIN'
AND SELECTED THE 'SINGLE' AVAILABLE SITE, A MEADOW 'LESS THAN 1/4 MILE'
LONG. 'CANYON NARROWNESS' REQUIRED A 'STEEP 180 DEGREE TURN TO FINAL
WITH 5 TO 8 KNOTS EXTRA APPROACH SPEED.' 'FLOAT CARRIED THE GLIDER' TO
A TOUCHDOWN AT THE MEADOW'S 'MID-POINT' AND THE PILOT INITIATED A
GROUND LOOP 'TO STOP.' AFTER EXITING THE GLIDER, THE PILOT REALIZED HE
HAD LANDED WITH A TAILWIND OF '5+ KNOTS.'
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
THE PILOT'S LACK OF COMPENSATION FOR THE TAILWIND AND HIS ENSUING
FAILURE TO ATTAIN THE PROPER TOUCHDOWN POINT. FACTORS WERE THE
LACK OF THERMAL LIFT AND THE TAILWIND.
- 55 -
NTSB Identification: FTW95LA144 .
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Monday, March 20, 1995 in EDGEWOOD, NM
Probable Cause Approval Date: 11/30/1995
Aircraft: I.C.A. Brasov IS-28B2, registration: N51947
Injuries: 1 Uninjured.
THE GLIDER PILOT ENTERED 'HEAVY SINK' (DOWNDRAFT) SIXTY THREE
MINUTES AFTER TAKE OFF. THE PILOT SELECTED SANDIA EAST AIRPORT WHICH
IS 12 NAUTICAL MILES WEST OF HIS DEPARTURE POINT FOR LANDING, BUT,
COULD NOT REACH IT DUE TO 20 KNOT HEAD WINDS. HE SELECTED A PASTURE
FOR HIS SECONDARY LANDING SITE, BUT THERE WAS A HOUSE IN THE WAY.
DURING A 180 DEGREE TURN TO MISS THE HOUSE, HIS LEFT WING CONTACTED
THE GROUND AND THE GLIDER SLID TO A STOP.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
THE FLIGHT'S ENCOUNTER WITH A DOWNDRAFT. THE LACK OF A SUITABLE
LANDING AREA WAS A FACTOR.
--------------------------NTSB Identification: FTW95LA054 .
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Saturday, November 26, 1994 in ALAMOGORDO, NM
Probable Cause Approval Date: 2/24/1995
Aircraft: GLASER-DIRKS DG-600, registration: N7020P
Injuries: 1 Serious.
THE SAILPLANE STALLED AFTER THE AIRCRAFT ENCOUNTERED MODERATE TO
SEVERE TURBULENCE AS THE PILOT ATTEMPTED TO REPOSITION TO A LOWER
RIDGE FOR BETTER LIFTING CONDITIONS. THE SAILPLANE RECOVERED IN A
LEVEL ATTITUDE, BUT ONE WING TIP STRUCK A TREE AND THE AIRCRAFT
SETTLED INTO THE TREES UNTIL IMPACT WITH THE GROUND.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
THE INADVERTENT STALL.
- 56 -
NTSB Identification: FTW95LA006 .
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Sunday, October 02, 1994 in ALAMOGORDO, NM
Probable Cause Approval Date: 6/19/1995
Aircraft: I.C.A. Brasov IS-28B2, registration: N70792
Injuries: 2 Uninjured.
DURING TAKEOFF INITIAL CLIMB, THE TOW PLANE AND GLIDER FLEW THROUGH
A 'DUST DEVIL' AND THE TURBULENCE THAT WAS ENCOUNTERED CAUSED
SLACK IN THE TOW LINE. THE GLIDER PILOT MADE A CORRECTION FOR THE
SLACK; HOWEVER, WHEN THE TOW LINE BECAME TAUT, IT 'SNAPPED.' SINCE THE
GLIDER WAS LESS THAN 200 FEET ABOVE THE GROUND, THE PILOT DECIDED TO
LAND STRAIGHT AHEAD ON A ROAD. DURING FINAL APPROACH, THE LEFT WING
STRUCK 15 FOOT HIGH BRUSH WHICH SUBSEQUENTLY 'SPUN THE GLIDER
AROUND AS IT IMPACTED THE GROUND.' THE LEFT WING SPAR WAS DAMAGED,
AND THE TAIL SECTION WAS TWISTED.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
THE ENCOUNTERED TURBULENCE. A FACTOR WAS THE LACK OF SUITABLE
TERRAIN AVAILABLE FOR THE FORCED LANDING.
--------------------------NTSB Identification: DEN90LA175 .
The docket is stored on NTSB microfiche number 42633.
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 25, 1990 in ALAMOGORDO, NM
Probable Cause Approval Date: 11/9/1992
Aircraft: SCHLEICHER ASW-19, registration: N777XR
Injuries: 1 Serious.
WITNESSES REPORTED THE PRIVATE GLIDER PILOT OVER CONTROLLED THE
GLIDER AT LIFTOFF DURING AN AIRCRAFT TOW. THE GLIDER ENTERED PILOT
INDUCED OSCILLATIONS, STRUCK THE RUNWAY, BOUNCED BACK INTO THE AIR
WITH A NOSE HIGH ATTITUDE, AND STRUCK THE RUNWAY TWICE MORE,
ENDING IN A REPORTED 40 DEGREE NOSE DOWN IMPACT WITH THE RUNWAY.
THE IMPACT BROKE THE TAIL BOOM, SEPARATED THE RUDDER, ELEVATORS,
AND CRUSHED THE COCKPIT. THE WITNESSES EXTRACTED THE PILOT AND AN
AMBULANCE TOOK THE SERIOUSLY INJURED PILOT TO A LOCAL HOSPITAL.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
THE PILOT'S FAILURE TO MAINTAIN CONTROL OF THE GLIDER, WHICH RESULTED
IN THE PILOT INDUCED OSCILLATIONS.
- 57 -
NTSB Identification: DEN88LA132 .
The docket is stored on NTSB microfiche number 37053.
14 CFR Part 91: General Aviation
Accident occurred Sunday, June 19, 1988 in MORIARTY, NM
Probable Cause Approval Date: 9/11/1989
Aircraft: Burkhart Grob G-102, registration: N143SS
Injuries: 1 Uninjured.
THE PVT GLIDER PLT WAS COMPLETING A FIVE HR ENDURANCE FLIGHT. DURING
THE TURN FROM BASE TO FINAL, THE GLIDER ENCOUNTERED A 15 KT XWIND
AND OVERSHOT THE TURN. THE PLT ATTEMPTED TO 'BUTTONHOOK' BACK
TOWARD THE INTENDED TOUCHDOWN POINT. WITNESSES STATED THAT
DURING LANDING ON A GRAVEL RWY, PARALLEL TO AND BESIDE RWY 26, THE
LEFT WING STRUCK THE GROUND. THE GLIDER THEN GROUNDLOOPED. THE
PILOT SAID THAT FATIGUE MAY HAVE AFFECTED HIS ABILITY TO CONTROL THE
GLIDER DURING LANDING.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
COMPENSATION FOR WIND CONDITIONS..IMPROPER..PILOT IN COMMAND
Contributing Factors
WEATHER CONDITION..CROSSWIND
FATIGUE(FLIGHT SCHEDULE)..PILOT IN COMMAND
---------------------------
- 58 -
NTSB Identification: DEN87LA175 .
The docket is stored on NTSB microfiche number 34691.
14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 08, 1987 in HOBBS, NM
Probable Cause Approval Date: 11/29/1988
Aircraft: SCHEMPP-HIRTH NIMBUS II, registration: N71JD
Injuries: 1 Uninjured.
THE PVT PLT WAS FLYING IN A NATIONAL SOARING CONTEST. THE GLIDER WAS
TOWED TO 2000 FEET AGL AND RELEASED. THE PLT REPORTED MAKING A
CLIMBING RIGHT TURN AFTER RELEASE, HOWEVER HE NOTICED THAT THE
CONTROL STICK WAS MORE AFT THAN NORMAL. AS THE FLIGHT PROGRESSED,
THE STICK CAME TO A FULL AFT POSITION. THE PLT WAS UNABLE TO GET ANY
UP ELEVATOR CONTROL RESPONSE. THE ALTITUDE HAD DETERIORATED TO 1300
FEET AGL. THE PLT BAILED OUT SUCCESSFULLY. THE ACFT INVERTED, ENTERED
A FLAT SPIN AND CRASHED. THE PLT REPORTED THAT HE BELIEVED THE
ELEVATOR CONTROL WAS INADVERTENTLY ASSEMBLED IMPROPERLY.
EXAMINATION OF THE WRECKAGE DID NOT REVEAL EVIDENCE TO EXPLAIN
REPORTED LOSS OF ELEVATOR CONTROL.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
FLT CONTROL SYST,ELEVATOR CONTROL..UNDETERMINED
--------------------------NTSB Identification: DEN86LA199 .
The docket is stored on NTSB microfiche number 31576.
14 CFR Part 91: General Aviation
Accident occurred Friday, July 11, 1986 in HOBBS, NM
Aircraft: SCHLEICHER ASW-20, registration: N13JR
Injuries: 1 Uninjured.
THE PLT WAS PARTICIPATING IN A SOARING COMPETION MEET. WHILE ON THE
RETURN PORTION OF THE FLT, THE PLT ENCOUNTERED AN AREA OF
INSUFFICIENT LIFT & WAS UNABLE TO REACH THE ARPT. DURING AN OFF ARPT
LANDING, THE LEFT WING OF THE GLIDER STRUCK A MESQUITE BUSH & THE
GLIDER IMPACTED THE GROUND & WAS SUBSTANTIALLY DAMAGED.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
IN-FLIGHT PLANNING/DECISION..IMPROPER..PILOT IN COMMAND
UNSUITABLE TERRAIN OR TAKEOFF/LANDING/TAXI AREA..SELECTED..PILOT IN
COMMAND
Contributing Factors
TERRAIN CONDITION..HIGH VEGETATION
- 59 -
NTSB Identification: DEN86LA200 .
The docket is stored on NTSB microfiche number 31574.
14 CFR Part 91: General Aviation
Accident occurred Friday, July 11, 1986 in HOBBS, NM
Aircraft: SCHLEICHER ASW-20B, registration: N26EE
Injuries: 1 Serious.
THE PLT SAID THAT HE WAS PARTICIPATING IN A GLIDER SOARING CONTEST
WHEN THE ACCIDENT OCCURRED. HE STATED THAT HE WAS FLYING ON THE
SECOND LEG OF THE FLT WHEN HE RAN OUT OF THERMALS TO KEEP HIS GLIDER
FLYING, AND HE WAS FORCED TO LAND PREMATURELY. ON A DOWNWIND TO
BASE LEG, THE GLIDER STALLED, HIT TELEPHONE LINES, AND CRASHED.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
AIRSPEED..NOT MAINTAINED..PILOT IN COMMAND
IN-FLIGHT PLANNING/DECISION..IMPROPER..PILOT IN COMMAND
STALL..INADVERTENT..PILOT IN COMMAND
Contributing Factors
TERRAIN CONDITION..HIGH OBSTRUCTION(S)
OBJECT..WIRE,TRANSMISSION
--------------------------NTSB Identification: DEN86LA059 .
The docket is stored on NTSB microfiche number 30794.
14 CFR Part 91: General Aviation
Accident occurred Wednesday, January 01, 1986 in ALAMOGORDO, NM
Aircraft: SCHEMPP-HIRTH VENTUS-B, registration: N166JD
Injuries: 1 Serious.
UPON RETURNING TO THE ARPT, THE PLT DECIDED TO MAKE A FLY-BY. THE PLT
REPORTED THAT WHILE ON A MODIFIED DOWNWIND AT AN ALT OF APRX 50 FT
AGL, THE GLIDER WHICH HE WAS PILOTING ENCOUNTERED ADVERSE WINDS
AND DOWNDRAFTS. CONTROL OF THE ACFT WAS LOST AND IT DESCENDED
RAPIDLY TO GROUND CONTACT.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
WEATHER CONDITION..DOWNDRAFT
IN-FLIGHT PLANNING/DECISION..POOR..PILOT IN COMMAND
LOW PASS..PERFORMED..PILOT IN COMMAND
- 60 -
NTSB Identification: DEN85FQG01 .
The docket is stored on NTSB microfiche number 28841.
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 07, 1985 in TATUM, NM
Aircraft: ROLLADEN-SCHNEIDER LS-4, registration: N4203Y
Injuries: 1 Serious.
THE PLT STATED THAT 7 MILES SW OF TATUM, NM, AN AREA OF 'SINK' WAS
ENCOUNTERED AND INSUFFICIENT ALT REMAINED TO GLIDE TO THE TATUM
ARPT. AN APCH WAS THEN MADE (INTO THE SUN) FOR A LANDING IN A FLD.
DURING THE LANDING FLARE, THE PLT NOTICED A ROW OF FENCE POSTS IN THE
FLT PATH. AFRAID ONE OF THE FENCE WIRES WOULD CUT THROUGH THE
COCKPIT, THE PLT PULLED UP IN AN ATTEMPT TO CLEAR THE FENCE. THE ACFT
STALLED AT AN ALT OF APRX 6 FT AGL AND CONTACTED THE GROUND.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
PULL-UP..EXCESSIVE..PILOT IN COMMAND
Contributing Factors
OBJECT..FENCE
LIGHT CONDITION..SUNGLARE
CLEARANCE..ATTEMPTED..PILOT IN COMMAND
---------------------------
- 61 -
NTSB Identification: DEN84LA183 .
The docket is stored on NTSB microfiche number 24644.
14 CFR Part 91: General Aviation
Accident occurred Saturday, June 16, 1984 in TAOS, NM
Aircraft: Scheibe Flugzeugbau ZUGVOGEL IIIB, registration: N30118
Injuries: 2 Uninjured.
ACCORDING TO THE PLT, THE WINDS INCREASED DURING A FLT IN A
MOUNTAINOUS AREA & THE THERMAL UPDRAFTS 'BROKE UP.' WHILE GLIDING
BACK TO THE ARPT, HE ENCOUNTERED SINKING AIR & WAS FORCED TO MAKE
AN EMERGENCY LANDING ON ROUGH, SAGE BRUSH COVERED, TERRAIN. THIS
WAS THE PLT'S FIRST FLT IN A MOUNTAINOUS AREA AT HIGH ELEVATIONS. THE
PLT SUBSEQUENTLY TOOK THREE FLTS WITH A LOCAL PLT EXPERIENCED IN
MOUNTAINOUS FLYING. HE SUGGESTED THIS TYPE OF TRAINING FOR PLTS WITH
NO PREVIOUS MOUNTAINOUS FLYING EXPERIENCE BEFORE FLYING OVER
MOUNTAINOUS TERRAIN. THE ELEVATION OF THE CRASH SITE WAS ABOUT 7090
FT.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
IN-FLIGHT PLANNING/DECISION..IMPROPER..PILOT IN COMMAND
Contributing Factors
TERRAIN CONDITION..ROUGH/UNEVEN
TERRAIN CONDITION..MOUNTAINOUS/HILLY
TERRAIN CONDITION..HIGH TERRAIN
TERRAIN CONDITION..HIGH VEGETATION
LACK OF TOTAL EXPERIENCE IN TYPE OPERATION..PILOT IN COMMAND
LACK OF FAMILIARITY WITH GEOGRAPHIC AREA..PILOT IN COMMAND
---------------------------
- 62 -
NTSB Identification: DEN84FA161 .
The docket is stored on NTSB microfiche number 26156.
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 26, 1984 in EDGEWOOD, NM
Aircraft: LET L-13, registration: N48032
Injuries: 1 Fatal, 1 Serious.
WITNESSES REPORTED THAT THE ACFT APPEARED TO BE TOO HIGH, TOO FAST,
AND IN A CRAB AS IT APPROACHED THE RWY. OVER THE RWY THE GLIDER WAS
OBSERVED TO ROLL INTO A RIGHT TURN AS THE NOSE CAME UP. SHORTLY
THEREAFTER THE RIGHT WING STRUCK 3 PARKED ACFT AND COLLIDED WITH
THE TERRAIN. DURING AN INTERVIEW ON THE EVENING OF THE ACCIDENT THE
PILOT STATED THAT DUE TO A HIGH FAST APCH HE ATTEMPTED A RIGHT 270
DEGREE TURN IN ORDER TO LAND TO THE NORTH, JUST PRIOR TO THE ACCIDENT.
IN A WRITTEN STATEMENT SUBMITTED ON 6-25-84 THE PILOT REFERS TO
CONTROL INPUTS FROM THE PASSENGER IN THE FRONT SEAT CAUSING THE
ABNORMAL APPROACH AND AN UNCOMMANDED NOSE HIGH ATTITUDE JUST
BEFORE COLLISION WITH THE PARKED GLIDER. THE PILOTS LOGS REFLECT 3
HRS IN THIS MAKE AND MODEL GLIDER. HE STATED THAT HE HAD FLOWN
SIMILIAR GLIDERS IN THE LATE 1960'S AND HAD ABOUT 3.5 TOTAL HRS IN THE
ACFT. HE FURTHER REPORTED TO INVESTIGATORS THAT HE WAS USED TO
FLYING ANOTHER GLIDER IN WHICH 90 DEGREE FLAPS ALLOWED STEEPER
APPROACHES AND MORE RAPID DESCENTS.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
PLANNED APPROACH..IMPROPER..PILOT IN COMMAND
CLEARANCE..MISJUDGED..PILOT IN COMMAND
Contributing Factors
LACK OF FAMILIARITY WITH AIRCRAFT..PILOT IN COMMAND
---------------------------
- 63 -
NTSB Identification: FTW83LA255 .
The docket is stored on NTSB microfiche number 22987.
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 28, 1983 in LOS LUNAS, NM
Aircraft: GLASFLUGEL H-301, registration: N1017
Injuries: 1 Uninjured.
THE GLIDER GROUND LOOPED OFF THE RWY AFTER THE WINGTIP CONTACTED
TALL GRASS. THE ACFT HAD GONE TO THE RIGHT EARLY IN THETOW BUT THE
PLT THOUGHT THE TOW WOULD STRAIGHTEN HIM OUT EVEN AFTER THE WING
DROPPED TO THE GROUND. WHEN THE RIGHT WING CONTACTED TALL GRASS &
A BUSH, THE ACFT YAWED RIGHT AND WENT INTO A DITCH.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
UNSUITABLE TERRAIN OR TAKEOFF/LANDING/TAXI AREA..SELECTED..PILOT IN
COMMAND
Contributing Factors
AIRPORT FACILITIES,RUNWAY/LANDING AREA CONDITION..HIGH VEGETATION
TERRAIN CONDITION..DITCH
--------------------------NTSB Identification: FTW82FQA18
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 08, 1982 in LOS LUNAS, NM
Probable Cause Approval Date: 5/8/1983
Aircraft: BLANIK L-13, registration: N48032
Injuries: 1 Fatal, 2 Uninjured.
DURING LANDING THE LEFT WING STRUCK A BYSTANDER WHO WANDERED
ONTO THE EDGE OF THE ASPHALT OVERRUN TAKING PHOTOGRAPHS OF THE
LANDING. THERE IS A CAUTION SIGN POSTED ON THE NORTH ACCESS ROAD OF
THE RUNWAY.
The National Transportation Safety Board determines the probable cause(s) of this accident as
follows:
UNSAFE/HAZARDOUS CONDITION WARNING..DISREGARDED..SPECTATOR
- 64 -
NTSB Identification: FTW82FQA01
14 CFR Part 91 General Aviation
Event occurred Saturday, October 03, 1981 in LOS LUNAS, NM
Aircraft: SCHWEIZER 2-33A, registration: N2534H
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-2532 81/10/3 LOS LUNAS,NM
SCHWEIZER 2-33A CR- 0 1 0 INSTRUCTIONAL
COMMERCIAL, AGE 24, 221
TIME - 1500
N2534H
PX- 0 0 0 TRAINING
TOTAL HOURS, 3 IN TYPE,
DAMAGE-SUBSTANTIAL OT- 0 0 0
INSTRUMENT RATED.
NAME OF AIRPORT - MID VALLEY
DEPARTURE POINT
INTENDED DESTINATION
LOS LUNAS,NM
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLISION WITH GROUND/WATER: CONTROLLED
LANDING: LEVEL OFF/TOUCHDOWN
PROBABLE CAUSE(S)
PILOT IN COMMAND - IMPROPER IN-FLIGHT DECISIONS OR PLANNING
PILOT IN COMMAND - SELECTED UNSUITABLE TERRAIN
FACTOR(S)
WEATHER - DOWNDRAFT,UPDRAFTS
WEATHER - OTHER
TERRAIN - HIGH OBSTRUCTIONS
MISCELLANEOUS - EVASIVE MANEUVER TO AVOID COLLISION
SKY CONDITION
CEILING AT ACCIDENT SITE
CLEAR
UNLIMITED
VISIBILITY AT ACCIDENT SITE
PRECIPITATION AT ACCIDENT SITE
5 OR OVER(UNLIMITED)
NONE
OBSTRUCTIONS TO VISION AT ACCIDENT SITE
TEMPERATURE-F
NONE
75
WIND DIRECTION-DEGREES
WIND VELOCITY-KNOTS
270
10
TYPE OF WEATHER CONDITIONS
TYPE OF FLIGHT PLAN
VFR
NONE
REMARKSTHERMALS DETERIORATED,ENCTRD DWNDFT,UN REACH ARPT.CRASHED WHILE AVOIDING PWR LNS ARND SELECTED FLD
---------------------------
- 65 -
NTSB Identification: FTW81FQA41
14 CFR Part 91 General Aviation
Event occurred Sunday, August 02, 1981 in MORIARTY, NM
Aircraft: SCHWEIZER 1-26, registration: N2505H
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-1694 81/8/2 MORIARTY,NM
SCHWEIZER 1-26 CR- 0 0 1 NONCOMMERCIAL
STUDENT, AGE 54, 28 TOTAL
TIME - 1430
N2505H
PX- 0 0 0 PLEASURE/PERSONAL TRANSP HOURS, 11 IN TYPE, NOT
DAMAGE-SUBSTANTIAL OT- 0 0 0
INSTRUMENT RATED.
NAME OF AIRPORT - MORIARTY
DEPARTURE POINT
INTENDED DESTINATION
MORIARTY,NM
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
UNDERSHOOT
LANDING: FINAL APPROACH
COLLIDED WITH: FENCE,FENCEPOSTS
LANDING: FINAL APPROACH
PROBABLE CAUSE(S)
PILOT IN COMMAND - MISJUDGED DISTANCE AND ALTITUDE
PILOT IN COMMAND - IMPROPER COMPENSATION FOR WIND CONDITIONS
FACTOR(S)
WEATHER - UNFAVORABLE WIND CONDITIONS
WEATHER - DOWNDRAFT,UPDRAFTS
SKY CONDITION
CEILING AT ACCIDENT SITE
SCATTERED
UNLIMITED
VISIBILITY AT ACCIDENT SITE
PRECIPITATION AT ACCIDENT SITE
5 OR OVER(UNLIMITED)
NONE
OBSTRUCTIONS TO VISION AT ACCIDENT SITE
RELATIVE BEARING OF WIND
NONE
RIGHT CROSS WIND 068-112 DEGREES
TEMPERATURE-F
WIND DIRECTION-DEGREES
92
335
WIND VELOCITY-KNOTS
TYPE OF WEATHER CONDITIONS
15
VFR
TYPE OF FLIGHT PLAN
NONE
REMARKS- EQUIPPED W FXD CTRLN GEAR.
--------------------------NTSB Identification: FTW81FQG42
14 CFR Part 91 General Aviation
Event occurred Monday, July 13, 1981 in HOBBS, NM
Aircraft: SCHNEIDER LS-4, registration: N52AB
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-1695 81/7/13 HOBBS,NM
SCHNEIDER LS-4
CR- 0 1 0 MISCELLANEOUS
COMMERCIAL, FL.INSTR.,
TIME - 1730
N52AB
PX- 0 0 0 AIR SHOW/RACING
AGE 58, 6400 TOTAL HOURS,
DAMAGE-SUBSTANTIAL OT- 0 0 0
68 IN TYPE, NOT
INSTRUMENT RATED.
NAME OF AIRPORT - HOBBS
DEPARTURE POINT
INTENDED DESTINATION
HOBBS,NM
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLIDED WITH: WIRES/POLES
LANDING: FINAL APPROACH
PROBABLE CAUSE(S)
PILOT IN COMMAND - FAILED TO SEE AND AVOID OBJECTS OR OBSTRUCTIONS
FACTOR(S)
WEATHER - DOWNDRAFT,UPDRAFTS
WEATHER BRIEFING - BRIEFING RECEIVED-METHOD UNKNOWN
WEATHER FORECAST - UNKNOWN/NOT REPORTED
SKY CONDITION
CEILING AT ACCIDENT SITE
CLEAR
UNLIMITED
VISIBILITY AT ACCIDENT SITE
PRECIPITATION AT ACCIDENT SITE
5 OR OVER(UNLIMITED)
NONE
OBSTRUCTIONS TO VISION AT ACCIDENT SITE
TEMPERATURE-F
NONE
93
WIND DIRECTION-DEGREES
WIND VELOCITY-KNOTS
135
15
TYPE OF WEATHER CONDITIONS
TYPE OF FLIGHT PLAN
VFR
NONE
REMARKS- ENCTRD DWNDFTS DRG ENROUTE DSCNT,UN TO REACH ARPT.STRUCK PWR LNS.
- 66 -
NTSB Identification: FTW81FQA32
14 CFR Part 91 General Aviation
Event occurred Monday, June 01, 1981 in LAS VEGAS, NM
Aircraft: SCHLEICHER ASW-20, registration: N9031W
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-1773 81/6/1 LAS VEGAS,NM
SCHLEICHER ASW-20 CR- 1 0 0 NONCOMMERCIAL
COMMERCIAL, FL.INSTR.,
TIME - 1433
N9031W
PX- 0 0 0 PLEASURE/PERSONAL TRANSP AGE 36, 1280 TOTAL HOURS,
DAMAGE-SUBSTANTIAL OT- 0 0 0
87 IN TYPE, NOT
INSTRUMENT RATED.
NAME OF AIRPORT - LAS VEGAS MUNI
DEPARTURE POINT
INTENDED DESTINATION
LAS VEGAS,NM
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
STALL: SPIN
LANDING: TRAFFIC PATTERN-CIRCLING
PROBABLE CAUSE(S)
PILOT IN COMMAND - FAILED TO OBTAIN/MAINTAIN FLYING SPEED
--------------------------NTSB Identification: FTW81DQA28
14 CFR Part 91 General Aviation
Event occurred Saturday, May 02, 1981 in MORIARTY, NM
Aircraft: ICA BRASOV IS29D2, registration: N51947
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-0780 81/5/2 MORIARTY,NM
ICA BRASOV IS29D2 CR- 0 0 1 NONCOMMERCIAL
PRIVATE, AGE 36, 191
TIME - 1350
N51947
PX- 0 0 1 PLEASURE/PERSONAL TRANSP TOTAL HOURS, 30 IN TYPE,
DAMAGE-SUBSTANTIAL OT- 0 0 0
NOT INSTRUMENT RATED.
NAME OF AIRPORT - MORIATRY MUNI
DEPARTURE POINT
INTENDED DESTINATION
MORIARTY,NM
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
GROUND-WATER LOOP-SWERVE
LANDING: LEVEL OFF/TOUCHDOWN
PROBABLE CAUSE(S)
PILOT IN COMMAND - IMPROPER IN-FLIGHT DECISIONS OR PLANNING
WEATHER - DOWNDRAFT,UPDRAFTS
WEATHER BRIEFING - NO RECORD OF BRIEFING RECEIVED
WEATHER FORECAST - UNKNOWN/NOT REPORTED
SKY CONDITION
CEILING AT ACCIDENT SITE
SCATTERED
UNLIMITED
VISIBILITY AT ACCIDENT SITE
PRECIPITATION AT ACCIDENT SITE
5 OR OVER(UNLIMITED)
NONE
OBSTRUCTIONS TO VISION AT ACCIDENT SITE
TEMPERATURE-F
NONE
65
WIND DIRECTION-DEGREES
WIND VELOCITY-KNOTS
250
5
TYPE OF WEATHER CONDITIONS
TYPE OF FLIGHT PLAN
VFR
NONE
REMARKS- ENCTRD DWNDFT DRG DSCNT FOR LNDG.UN STRAIGHTIN DNWND LNDG,GLIDER/PSNL ON RWY.LNDD ACROSS RWY.
- 67 -
NTSB Identification: FTW81DQD02
14 CFR Part 91 General Aviation
Event occurred Saturday, October 11, 1980 in ALAMOGORDO, NM
Aircraft: PRUE SUPER, registration: N86676
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-2296 80/10/11 ALAMOGORDO,NM
PRUE SUPER
CR- 0 1 0 NONCOMMERCIAL
PRIVATE, AGE 34, 412
TIME - 1700
N86676
PX- 0 0 0 PLEASURE/PERSONAL TRANSP TOTAL HOURS, 307 IN TYPE,
DAMAGE-SUBSTANTIAL OT- 0 0 0
NOT INSTRUMENT RATED.
DEPARTURE POINT
INTENDED DESTINATION
ALAMOGORDO,NM
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLISION WITH GROUND/WATER: CONTROLLED
IN FLIGHT: NORMAL CRUISE
PROBABLE CAUSE(S)
PILOT IN COMMAND - DIVERTED ATTENTION FROM OPERATION OF AIRCRAFT
PILOT IN COMMAND - MISJUDGED CLEARANCE
REMARKS- PLT TURNED TO SEE DEER WHILE SOARING NR RIDGE,HIT STEEP SLOPE.PRUE SUPER STANDARD GLIDER.
--------------------------NTSB Identification: FTW80FQA46
14 CFR Part 91 General Aviation
Event occurred Saturday, September 27, 1980 in MORIARTY, NM
Aircraft: SCHWEIZER SGS126, registration: N8671R
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-2816 80/9/27 MORIARTY,NM
SCHWEIZER SGS126 CR- 0 0 1 NONCOMMERCIAL
COMMERCIAL, FL.INSTR.,
TIME - 1500
N8671R
PX- 0 0 0 PLEASURE/PERSONAL TRANSP AGE 58, 2098 TOTAL HOURS,
DAMAGE-DESTROYED OT- 0 0 0
100 IN TYPE, NOT
INSTRUMENT RATED.
NAME OF AIRPORT - MORIARITY
DEPARTURE POINT
INTENDED DESTINATION
MORIARTY,NM
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
STALL: SPIN
TAKEOFF: INITIAL CLIMB
PROBABLE CAUSE(S)
AIRFRAME - FUSELAGE: OTHER
MISCELLANEOUS ACTS,CONDITIONS - IMPROPERLY INSTALLED
MISCELLANEOUS ACTS,CONDITIONS - JAMMED
MISCELLANEOUS ACTS,CONDITIONS - INTERFERENCE WITH FLIGHT CONTROLS
REMARKS- S/W RETRACTABLE.UTILITY BOX INCORPORATED IN CNTR CONSOLE,OPEN DOOR RESTRICTED MVMT OF STICK.
- 68 -
NTSB Identification: FTW80FA091
14 CFR Part 91 General Aviation
Event occurred Tuesday, July 15, 1980 in HOBBS, NM
Aircraft: SCHLEICHER ASW-20, registration: N56MW
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-1810 80/7/15 HOBBS,NM
SCHLEICHER ASW-20 CR- 1 0 0 NONCOMMERCIAL
COMMERCIAL, AGE 48, 2291
TIME - 1315
N56MW
PX- 0 0 0 PLEASURE/PERSONAL TRANSP TOTAL HOURS, 110 IN TYPE,
DAMAGE-DESTROYED OT- 0 0 0
NOT INSTRUMENT RATED.
DEPARTURE POINT
INTENDED DESTINATION
HOBBS,NM
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLISION WITH GROUND/WATER: UNCONTROLLED
IN FLIGHT: OTHER
PROBABLE CAUSE(S)
MISCELLANEOUS - UNDETERMINED
FACTOR(S)
WEATHER - HIGH TEMPERATURE
WEATHER BRIEFING - BRIEFING RECEIVED-METHOD UNKNOWN
WEATHER FORECAST - UNKNOWN/NOT REPORTED
SKY CONDITION
CEILING AT ACCIDENT SITE
CLEAR
UNLIMITED
VISIBILITY AT ACCIDENT SITE
PRECIPITATION AT ACCIDENT SITE
5 OR OVER(UNLIMITED)
NONE
OBSTRUCTIONS TO VISION AT ACCIDENT SITE
TEMPERATURE-F
NONE
97
WIND DIRECTION-DEGREES
WIND VELOCITY-KNOTS
100
7
TYPE OF WEATHER CONDITIONS
TYPE OF FLIGHT PLAN
VFR
NONE
REMARKSAFT RELEASE FM TOW ACFT LOWERED NOSE TILL NEAR VERTICAL ATTITUDE.RET N/WHEEL,CLOSED CANOPY,97DEG.
--------------------------NTSB Identification: FTW80DQG31
14 CFR General Aviation Forn
Event occurred Saturday, July 12, 1980 in HOBBS, NM
Aircraft: JANUS C, registration: D-7013
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------E-0009 80/7/12 HOBBS,NM
JANUS C
CR- 0 0 1 NONCOMMERCIAL
CERTIFICATE OTHER, AGE
TIME - 1300
D-7013
PX- 0 0 1 PRACTICE
22, 329 TOTAL HOURS, 37
DAMAGE-SUBSTANTIAL OT- 0 0 0
IN TYPE, NOT INSTRUMENT
RATED.
NAME OF AIRPORT - HOBBS INDUSTRIAL
DEPARTURE POINT
INTENDED DESTINATION
HOBBS,NM
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLIDED WITH: FENCE,FENCEPOSTS
LANDING: ROLL
PROBABLE CAUSE(S)
PILOT IN COMMAND - IMPROPER OPERATION OF FLIGHT CONTROLS
REMARKSTOW PLT SAW SPOILERS EXTDD ON GLIDER DRG TKOF,UN MAINT A/S W EXTRA DRAG.RLSD GLIDER APRX 250FT AGL
- 69 -
NTSB Identification: DEN78FQA28
14 CFR Part 91 General Aviation
Event occurred Saturday, May 20, 1978 in AZTEC, NM
Aircraft: SCHWEIZER 233A, registration: N7590
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-1388 78/5/20 AZTEC,NM
SCHWEIZER 233A CR- 0 0 2 INSTRUCTIONAL
COMMERCIAL, FL.INSTR.,
TIME - 0930
N7590
PX- 0 0 0 DUAL
AGE 53, 3578 TOTAL HOURS,
DAMAGE-SUBSTANTIAL OT- 0 0 0
93 IN TYPE, NOT
INSTRUMENT RATED.
NAME OF AIRPORT - AZTEC MUNI
DEPARTURE POINT
INTENDED DESTINATION
AZTEC,NM
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLIDED WITH: OBJECT
LANDING: LEVEL OFF/TOUCHDOWN
PROBABLE CAUSE(S)
INSTRUMENTS/EQUIPMENT AND ACCESSORIES - MISCELLANEOUS EQUIPMENT: GLIDER LAUNCH/TOW EQUIPMENT
MISCELLANEOUS ACTS,CONDITIONS - DISCONNECTED
FACTOR(S)
TERRAIN - HIGH VEGETATION
EMERGENCY CIRCUMSTANCES - FORCED LANDING OFF AIRPORT ON LAND
REMARKS- GLIDER.COLLIDED WITH ROCK OR BUSH.TOW ROPE RING ON TOW ACFT SEPARATED AT APPROX 200FT AGL.
--------------------------NTSB Identification: DEN77FQG05
14 CFR Part 91 General Aviation
Event occurred Tuesday, July 19, 1977 in HOBBS, NM
Aircraft: MOLINO OY PIK-20, registration: N37N
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-2886 77/7/19 HOBBS, NM
MOLINO OY PIK-20 CR- 0 1 0 MISCELLANEOUS
PRIVATE, AGE UNK/NR, 1150
TIME - 2030
N37N
PX- 0 0 0 AIR SHOW/RACING
TOTAL HOURS, 200 IN TYPE,
DAMAGE-SUBSTANTIAL OT- 0 0 0
NOT INSTRUMENT RATED.
NAME OF AIRPORT - HOBBS AIRPARK
DEPARTURE POINT
INTENDED DESTINATION
HOBBS, NM
HOBBS, NM
TYPE OF ACCIDENT
PHASE OF OPERATION
UNDERSHOOT
LANDING: FINAL APPROACH
COLLISION WITH GROUND/WATER: CONTROLLED
LANDING: LEVEL OFF/TOUCHDOWN
PROBABLE CAUSE(S)
PILOT IN COMMAND - MISJUDGED DISTANCE,SPEED,ALTITUDE OR CLEARANCE
MISCELLANEOUS ACTS,CONDITIONS - PILOT FATIGUE
REMARKS- END OF 8.5HR SOARING COMPETITION FLT.
- 70 -
NTSB Identification: DEN77FA042
14 CFR Part 91 General Aviation
Event occurred Sunday, May 22, 1977 in MORIARTY, NM
Aircraft: AERO TEK IV, registration: N101AT
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-3791 77/5/22 NR.MORIARTY,NM
AERO TEK IV
CR- 1 0 0 NONCOMMERCIAL
COMMERCIAL, AGE 53, 5000
TIME - 1445
N101AT
PX- 0 0 0 PRACTICE
TOTAL HOURS, 15 IN TYPE,
DAMAGE-DESTROYED OT- 0 0 0
NOT INSTRUMENT RATED.
NAME OF AIRPORT - MORIARTY
DEPARTURE POINT
INTENDED DESTINATION
MORIARTY,NM
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
AIRFRAME FAILURE: IN FLIGHT
IN FLIGHT: OTHER
PROBABLE CAUSE(S)
PILOT IN COMMAND - EXCEEDED DESIGNED STRESS LIMITS OF AIRCRAFT
FACTOR(S)
AIRFRAME - WINGS: WING ATTACHMENT FITTINGS,BOLTS
MISCELLANEOUS ACTS,CONDITIONS - OVERLOAD FAILURE
MISCELLANEOUS ACTS,CONDITIONS - SEPARATION IN FLIGHT
WEATHER - OTHER
SKY CONDITION
CEILING AT ACCIDENT SITE
CLEAR
UNLIMITED
VISIBILITY AT ACCIDENT SITE
PRECIPITATION AT ACCIDENT SITE
5 OR OVER(UNLIMITED)
NONE
OBSTRUCTIONS TO VISION AT ACCIDENT SITE
TEMPERATURE-F
NONE
85
TYPE OF WEATHER CONDITIONS
TYPE OF FLIGHT PLAN
VFR
NONE
REMARKS- PROTOTYPE RACING GLIDER.WINGS SEPARATED.THERMAL STRENGTH IN AREA 200-1000FPM,POSSIBLY 1500FPM.
--------------------------NTSB Identification: DEN7LFQA16
14 CFR Part 91 General Aviation
Event occurred Saturday, September 27, 1975 in MORIARITY, NM
Aircraft: BREIGLEIB BG-12A, registration: N5573V
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-3032 75/9/27 MORIARITY,NM
BREIGLEIB BG-12A CR- 0 1 0 MISCELLANEOUS
PRIVATE, AGE 52, 190
TIME - 1230
N5573V
PX- 0 0 0 TOWING GLIDERS
TOTAL HOURS, 56 IN TYPE,
DAMAGE-SUBSTANTIAL OT- 0 0 0
NOT INSTRUMENT RATED.
NAME OF AIRPORT - MORIARITY MUNI
DEPARTURE POINT
INTENDED DESTINATION
MORIARITY,NM
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLISION WITH GROUND/WATER: CONTROLLED
TAKEOFF: OTHER
PROBABLE CAUSE(S)
PILOT IN COMMAND - IMPROPER OPERATION OF FLIGHT CONTROLS
REMARKS- SINGLE WHEEL GLIDER PORPOISED AFTER LIFT OFF. PLT RELEASED FRM TOW ACFT. NOSED INTO RWY.
- 71 -
NTSB Identification: DEN76DQG01
14 CFR Part 91 General Aviation
Event occurred Sunday, July 20, 1975 in HOBBS, NM
Aircraft: GLASFLUGEL H301B, registration: N3012
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-2356 75/7/20 NR.HOBBS,NM
GLASFLUGEL H301B CR- 0 0 1 MISCELLANEOUS
PRIVATE, AGE 25, 1462
TIME - 1510
N3012
PX- 0 0 0 OTHER
TOTAL HOURS, 68 IN TYPE,
DAMAGE-SUBSTANTIAL OT- 0 0 0
NOT INSTRUMENT RATED.
DEPARTURE POINT
INTENDED DESTINATION
HOBBS,NM
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLIDED WITH: OBJECT
LANDING: ROLL
PROBABLE CAUSE(S)
TERRAIN - HIDDEN OBSTRUCTIONS
FACTOR(S)
PILOT IN COMMAND - IMPROPER IN-FLIGHT DECISIONS OR PLANNING
EMERGENCY CIRCUMSTANCES - FORCED LANDING OFF AIRPORT ON LAND
REMARKS- NATL SOARING CONTEST. RAN OUT OF LIFT. HIT HIDDEN ROCK LDG ON ROAD.
--------------------------NTSB Identification: DEN76DQD03
14 CFR Part 91 General Aviation
Event occurred Friday, July 18, 1975 in ARTESIA, NM
Aircraft: FLUG-UNDFAH HBV, registration: N292D
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-1921 75/7/18 NR.ARTESIA,NM
FLUG-UNDFAH HBV CR- 0 1 0 MISCELLANEOUS
COMMERCIAL, FL.INSTR.,
TIME - 1700
N292D
PX- 0 0 0 AIR SHOW/RACING
AGE 59, 2124 TOTAL HOURS,
DAMAGE-SUBSTANTIAL OT- 0 0 0
1800 IN TYPE, NOT
INSTRUMENT RATED.
DEPARTURE POINT
INTENDED DESTINATION
HOBBS,NM
RETURN
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLIDED WITH: WIRES/POLES
LANDING: FINAL APPROACH
PROBABLE CAUSE(S)
PILOT IN COMMAND - FAILED TO SEE AND AVOID OBJECTS OR OBSTRUCTIONS
FACTOR(S)
TERRAIN - HIGH OBSTRUCTIONS
EMERGENCY CIRCUMSTANCES - FORCED LANDING OFF AIRPORT ON LAND
REMARKS- LOST LIFT. HIT CABLE BETWEEN PWR POLES WHILE LDG ON ROAD.
--------------------------NTSB Identification: DEN76DQD32
14 CFR Part 91 General Aviation
Event occurred Saturday, June 28, 1975 in LAS CRUCES, NM
Aircraft: SCHWEIZER SGS232, registration: N17871
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-1618 75/6/28 NR.LAS CRUCES,NM SCHWEIZER SGS232 CR- 0 0 1 NONCOMMERCIAL
PRIVATE, AGE 37, 2819
TIME - 1245
N17871
PX- 0 0 0 PLEASURE/PERSONAL TRANSP TOTAL HOURS, 73 IN TYPE,
DAMAGE-SUBSTANTIAL OT- 0 0 0
NOT INSTRUMENT RATED.
DEPARTURE POINT
INTENDED DESTINATION
SUNLAND,NM
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLIDED WITH: DITCHES
LANDING: ROLL
PROBABLE CAUSE(S)
PILOT IN COMMAND - SELECTED UNSUITABLE TERRAIN
TERRAIN - HIDDEN OBSTRUCTIONS
EMERGENCY CIRCUMSTANCES - FORCED LANDING OFF AIRPORT ON LAND
REMARKS- SINGLE WHEEL HIT WASH OBSCURED BY GRASS. LND DUE LACK OF THERMALS.
- 72 -
NTSB Identification: DEN75DQA13
14 CFR Part 91 General Aviation
Event occurred Sunday, September 01, 1974 in ALBUQUERQUE, NM
Aircraft: SCHWEIZER SGS232, registration: N5826V
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-2532 74/9/1 ALBUQUERQUE,N MEX SCHWEIZER SGS232 CR- 0 0 1 NONCOMMERCIAL
COMMERCIAL, FL.INSTR.,
TIME - 1220
N5826V
PX- 0 0 3 PLEASURE/PERSONAL TRANSP AGE UNK/NR, 274 TOTAL
DAMAGE-SUBSTANTIAL OT- 0 0 0
HOURS, 9 IN TYPE, NOT
INSTRUMENT RATED.
NAME OF AIRPORT - CORONADO
DEPARTURE POINT
INTENDED DESTINATION
ALBUQUERQUE,N MEX
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
UNDERSHOOT
LANDING: FINAL APPROACH
COLLIDED WITH: FENCE,FENCEPOSTS
LANDING: ROLL
PROBABLE CAUSE(S)
PILOT IN COMMAND - DIVERTED ATTENTION FROM OPERATION OF AIRCRAFT
PILOT IN COMMAND - IMPROPER OPERATION OF FLIGHT CONTROLS
FACTOR(S)
MISCELLANEOUS ACTS,CONDITIONS - POORLY PLANNED APPROACH
REMARKS- MISUSED SPEED BRAKE.
--------------------------NTSB Identification: DEN75DQA03
14 CFR Part 91 General Aviation
Event occurred Saturday, July 06, 1974 in MORIARTY, NM
Aircraft: SCHWEIZER SGS123, registration: N91880
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-1786 74/7/6 NR.MORIARTY,N MEX SCHWEIZER SGS123 CR- 0 0 1 NONCOMMERCIAL
PRIVATE, AGE 47, 433
TIME - 1340
N91880
PX- 0 0 0 PLEASURE/PERSONAL TRANSP TOTAL HOURS, 206 IN TYPE,
DAMAGE-SUBSTANTIAL OT- 0 0 0
NOT INSTRUMENT RATED.
DEPARTURE POINT
INTENDED DESTINATION
MORIARTY,N MEX
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLIDED WITH: OBJECT
LANDING: ROLL
PROBABLE CAUSE(S)
PILOT IN COMMAND - IMPROPER IN-FLIGHT DECISIONS OR PLANNING
FACTOR(S)
TERRAIN - HIGH VEGETATION
EMERGENCY CIRCUMSTANCES - FORCED LANDING OFF AIRPORT ON LAND
REMARKS- SINGLE WHEEL EQUIPPED.LOST LIFT.COLLIDED WITH VEGETATION ALONG ROAD.
- 73 -
NTSB Identification: DEN74DQA17
14 CFR Part 91 General Aviation
Event occurred Saturday, September 15, 1973 in MORIARTY, NM
Aircraft: SCHWEIZER SGS126, registration: N8671R
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-3017 73/9/15 MORIARTY,N MEX SCHWEIZER SGS126 CR- 0 0 1 NONCOMMERCIAL
COMMERCIAL, FL.INSTR.,
TIME - 1325
N8671R
PX- 0 0 0 PLEASURE/PERSONAL TRANSP AGE 35, 3250 TOTAL HOURS,
DAMAGE-SUBSTANTIAL OT- 0 0 0
12 IN TYPE, NOT
INSTRUMENT RATED.
NAME OF AIRPORT - MORIARTY AIRPORT
DEPARTURE POINT
INTENDED DESTINATION
MORIARTY,N MEX
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
STALL
LANDING: FINAL APPROACH
PROBABLE CAUSE(S)
PILOT IN COMMAND - FAILED TO OBTAIN/MAINTAIN FLYING SPEED
FACTOR(S)
PILOT IN COMMAND - IMPROPER IN-FLIGHT DECISIONS OR PLANNING
WEATHER - LOCAL WHIRLWIND
WEATHER BRIEFING - NO RECORD OF BRIEFING RECEIVED
WEATHER FORECAST - UNKNOWN/NOT REPORTED
SKY CONDITION
CEILING AT ACCIDENT SITE
SCATTERED
UNLIMITED
VISIBILITY AT ACCIDENT SITE
PRECIPITATION AT ACCIDENT SITE
5 OR OVER(UNLIMITED)
NONE
OBSTRUCTIONS TO VISION AT ACCIDENT SITE
TEMPERATURE-F
NONE
80
WIND DIRECTION-DEGREES
WIND VELOCITY-KNOTS
270
10
TYPE OF WEATHER CONDITIONS
TYPE OF FLIGHT PLAN
VFR
NONE
REMARKS- LOST LIFT,SELECTED OFF-AIRPORT LDNG SITE.GUSTS TO 25KTS.
--------------------------NTSB Identification: DEN71DQA50
14 CFR Part 91 General Aviation
Event occurred Sunday, March 21, 1971 in MORIARITY, NM
Aircraft: SCHWEIZER SGS-1, registration: N2720Z
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-0581 71/3/21 MORIARITY,N MEX SCHWEIZER SGS-1 CR- 0 0 1 NONCOMMERCIAL
PRIVATE, AGE 46, 300
TIME - 1445
N2720Z
PX- 0 0 0 PLEASURE/PERSONAL TRANSP TOTAL HOURS, ALL IN TYPE,
DAMAGE-SUBSTANTIAL OT- 0 0 0
NOT INSTRUMENT RATED.
NAME OF AIRPORT - MORIARITY
DEPARTURE POINT
INTENDED DESTINATION
MORIARITY,N MEX
LOCAL
TYPE OF ACCIDENT
PHASE OF OPERATION
AIRFRAME FAILURE: IN FLIGHT
IN FLIGHT: OTHER
PROBABLE CAUSE(S)
AIRFRAME - FUSELAGE: BULKHEADS
MISCELLANEOUS ACTS,CONDITIONS - MATERIAL FAILURE
REMARKS- HI SPEED LOW PASS OVR ARPT,DRG PULLUP PLT EXPD ACFT OSCILATIONS,LNDD OK.CAUSE BULKHEAD DMG UNKN.
- 74 -
NTSB Identification: DEN70D0052
14 CFR Part 91 General Aviation
Event occurred Sunday, June 01, 1969 in EDGEWOOD, NM
Aircraft: GLASFUGEL H301B, registration: N1615
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-2301 69/6/1 EDGEWOOD,N MEX GLASFUGEL H301B CR- 0 0 1 NONCOMMERCIAL
STUDENT, AGE 16, 57 TOTAL
TIME - 1240
N1615
PX- 0 0 0 PLEASURE/PERSONAL TRANSP HOURS, 36 IN TYPE, NOT
DAMAGE-SUBSTANTIAL OT- 0 0 0
INSTRUMENT RATED.
TYPE OF ACCIDENT
PHASE OF OPERATION
WHEELS-UP
LANDING: LEVEL OFF/TOUCHDOWN
PROBABLE CAUSE(S)
PILOT IN COMMAND - SELECTED UNSUITABLE TERRAIN
FACTOR(S)
WEATHER - UNFAVORABLE WIND CONDITIONS
WEATHER - DOWNDRAFT,UPDRAFTS
MISCELLANEOUS - EVASIVE MANEUVER TO AVOID COLLISION
MISCELLANEOUS ACTS,CONDITIONS - INTENTIONAL WHEELS-UP
WEATHER BRIEFING - NO RECORD OF BRIEFING RECEIVED
WEATHER FORECAST - UNKNOWN/NOT REPORTED
EMERGENCY CIRCUMSTANCES - FORCED LANDING OFF AIRPORT ON LAND
SKY CONDITION
CEILING AT ACCIDENT SITE
CLEAR
UNLIMITED
VISIBILITY AT ACCIDENT SITE
PRECIPITATION AT ACCIDENT SITE
5 OR OVER(UNLIMITED)
NONE
OBSTRUCTIONS TO VISION AT ACCIDENT SITE
TYPE OF WEATHER CONDITIONS
NONE
VFR
TYPE OF FLIGHT PLAN
NONE
REMARKSUN MAINTAIN ALT,PLT MADE APCH TO ROAD,SAW ROAD SIGN TOO LATE,MADE INTNTL GR UP LDG IN ADJACENT FLD
--------------------------NTSB Identification: DEN69F0055
14 CFR Part 91 General Aviation
Event occurred Sunday, July 28, 1968 in ESPANOLA, NM
Aircraft: CHANEY EFG-1, registration: N3041
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-2524 68/7/28 ESPANOLA,N MEX CHANEY EFG-1
CR- 0 1 0 NONCOMMERCIAL
PRIVATE, AGE 46, 250
TIME - 1400
N3041
PX- 0 0 0 PLEASURE/PERSONAL TRANSP TOTAL HOURS, 2 IN TYPE,
DAMAGE-SUBSTANTIAL OT- 0 0 0
NOT INSTRUMENT RATED.
NAME OF AIRPORT - ESPANOLA
TYPE OF ACCIDENT
PHASE OF OPERATION
HARD LANDING
LANDING: LEVEL OFF/TOUCHDOWN
PROBABLE CAUSE(S)
AIRFRAME - FLIGHT CONTROL SURFACES: SPOILERS AND SLOTS-LEADING EDGE FLAPS,SPEED BRAKES
MISCELLANEOUS ACTS,CONDITIONS - IMPROPERLY INSTALLED
PERSONNEL - PRODUCTION-DESIGN-PERSONNEL: POOR/INADEQUATE DESIGN
REMARKS- SPRING TENSION ON SPOILER TOO WEAK. ACFT ENTERED HIGH SINK RATE.
- 75 -
NTSB Identification: DEN68D0039
14 CFR Part 91 General Aviation
Event occurred Saturday, July 08, 1967 in ESPANOLA, NM
Aircraft: SCHWEIZER SGS126, registration: N8676R
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-2297 67/7/8 ESPANOLA,N MEX SCHWEIZER SGS126 CR- 0 0 1 NONCOMMERCIAL
PRIVATE, AGE 45, 800
TIME - 1130
N8676R
PX- 0 0 0 PLEASURE/PERSONAL TRANSP TOTAL HOURS, ALL IN TYPE,
DAMAGE-SUBSTANTIAL OT- 0 0 0
NOT INSTRUMENT RATED.
NAME OF AIRPORT - ESPANOLA
TYPE OF ACCIDENT
PHASE OF OPERATION
STALL
TAKEOFF: INITIAL CLIMB
PROBABLE CAUSE(S)
PILOT IN COMMAND - FAILED TO OBTAIN/MAINTAIN FLYING SPEED
PILOT IN COMMAND - FAILED TO ABORT TAKEOFF
FACTOR(S)
MISCELLANEOUS ACTS,CONDITIONS - DOWNWIND
REMARKS- GLIDER DIDNOT HAVE FLYING SPEED AT RNWY END,RATHER THAN STRIKE A FENCE PILOT ATTEMPTED A TURN.
--------------------------NTSB Identification: DEN67D0286
14 CFR Part 91 General Aviation
Event occurred Tuesday, May 30, 1967 in RUIDOSO, NM
Aircraft: SCHWEIZER SGS1, registration: N91880
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-1955 67/5/30 RUIDOSO,N MEX
SCHWEIZER SGS1
CR- 0 0 1 NONCOMMERCIAL
COMMERCIAL, FL.INSTR.,
TIME - 1430
N91880
PX- 0 0 0 PLEASURE/PERSONAL TRANSP AGE 27, 700 TOTAL HOURS,
DAMAGE-SUBSTANTIAL OT- 0 0 0
45 IN TYPE, NOT
INSTRUMENT RATED.
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLIDED WITH: AUTOMOBILE
LANDING: ROLL
PROBABLE CAUSE(S)
PILOT IN COMMAND - IMPROPER IN-FLIGHT DECISIONS OR PLANNING
FACTOR(S)
PERSONNEL - MISCELLANEOUS-PERSONNEL: DRIVER OF VEHICLE
EMERGENCY CIRCUMSTANCES - FORCED LANDING OFF AIRPORT ON LAND
REMARKSDUE LOSS OF LIFT,PLT ATTEMPTED LNDG ON HWY.HWY TFC STOPPED.GLIDER STRUCK CAR IN LNDG ROLLOUT AREA.
- 76 -
NTSB Identification: DEN66D0316
14 CFR Part 91 General Aviation
Event occurred Saturday, May 21, 1966 in LAGUNA, NM
Aircraft: SCHWEIZER 2-32, registration: N2767Z
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-1045 66/5/21 NR.LAGUNA N MEX
SCHWEIZER 2-32 CR- 0 0 1 NONCOMMERCIAL
COMMERCIAL, AGE 42, 2000
TIME - 1600
N2767Z
PX- 0 0 1 PLEASURE/PERSONAL TRANSP TOTAL HOURS, 70 IN TYPE,
DAMAGE-SUBSTANTIAL OT- 0 0 0
NOT INSTRUMENT RATED.
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLIDED WITH: OBJECT
LANDING: ROLL
PROBABLE CAUSE(S)
PILOT IN COMMAND - FAILED TO SEE AND AVOID OBJECTS OR OBSTRUCTIONS
FACTOR(S)
WEATHER - DOWNDRAFT,UPDRAFTS
EMERGENCY CIRCUMSTANCES - FORCED LANDING OFF AIRPORT ON LAND
SKY CONDITION
CEILING AT ACCIDENT SITE
CLEAR
UNLIMITED
VISIBILITY AT ACCIDENT SITE
PRECIPITATION AT ACCIDENT SITE
5 OR OVER(UNLIMITED)
NONE
OBSTRUCTIONS TO VISION AT ACCIDENT SITE
TEMPERATURE-F
NONE
70
WIND DIRECTION-DEGREES
WIND VELOCITY-KNOTS
225
10
TYPE OF WEATHER CONDITIONS
TYPE OF FLIGHT PLAN
VFR
NONE
REMARKS- ENCOUNTERED DOWNDRAFT-LANDED ON ROAD-DISTRACTED BY SHEEPSAW ROAD MARKER POST TOO LATE TO AVOID IT
--------------------------NTSB Identification: DEN66D0014
14 CFR Part 91 General Aviation
Event occurred Sunday, May 30, 1965 in ALAMOGORDO, NM
Aircraft: SCHWEIZER SGU222, registration: N2728Z
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-1348 65/5/30 NR.ALAMOGORDO N MEX SCHWEIZER SGU222 CR- 0 0 2 INSTRUCTIONAL
COMMERCIAL, AGE 50, 4711
TIME - 1715
N2728Z
PX- 0 0 0 DUAL
TOTAL HOURS, NOT
DAMAGE-SUBSTANTIAL OT- 0 0 0
INSTRUMENT RATED.
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLIDED WITH: OBJECT
LANDING: ROLL
PROBABLE CAUSE(S)
PILOT IN COMMAND - IMPROPER COMPENSATION FOR WIND CONDITIONS
FACTOR(S)
WEATHER - UNFAVORABLE WIND CONDITIONS
EMERGENCY CIRCUMSTANCES - PRECAUTIONARY LANDING OFF AIRPORT
SKY CONDITION
CEILING AT ACCIDENT SITE
SCATTERED
UNLIMITED
VISIBILITY AT ACCIDENT SITE
OBSTRUCTIONS TO VISION AT ACCIDENT SITE
5 OR OVER(UNLIMITED)
NONE
TEMPERATURE-F
WIND DIRECTION-DEGREES
63
315
WIND VELOCITY-KNOTS
TYPE OF WEATHER CONDITIONS
35
VFR
TYPE OF FLIGHT PLAN
NONE
REMARKS- GLIDER COLLIDED WITH ROCKS.
- 77 -
NTSB Identification: Unknown
14 CFR Part 91 General Aviation
Event occurred Saturday, August 22, 1964 in JAL, NM
Aircraft: SCHWEIZER 123H, registration: N10382
---------------------------------------------------------------------------------------------------------------------------FILE DATE
LOCATION
AIRCRAFT DATA
INJURIES
FLIGHT
PILOT DATA
F S M/N PURPOSE
---------------------------------------------------------------------------------------------------------------------------3-2597 64/8/22 JAL N MEX
SCHWEIZER 123H CR- 0 0 1 NONCOMMERCIAL
STUDENT, AGE 38, 148
TIME - 1615
N10382
PX- 0 0 0 PLEASURE/PERSONAL TRANSP TOTAL HOURS, 38 IN TYPE,
DAMAGE-SUBSTANTIAL OT- 0 0 0
NOT INSTRUMENT RATED.
TYPE OF ACCIDENT
PHASE OF OPERATION
COLLIDED WITH: OBJECT
LANDING: ROLL
PROBABLE CAUSE(S)
PILOT IN COMMAND - SELECTED UNSUITABLE TERRAIN
PILOT IN COMMAND - ATTEMPTED OPERATION BEYOND EXPERIENCE/ABILITY LEVEL
FACTOR(S)
TERRAIN - HIGH VEGETATION
REMARKS- AIRCRAFT COLLIDED WITH BRUSH.
- 78 -