14 CFR Part 91: General Aviation
Accident occurred Friday, July 08, 2011 in Durango, CO
Probable Cause Approval Date: 03/27/2012
Aircraft: Pipistrel Taurus, registration: N261T
Injuries: 1 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
Witnesses observed the glider maneuvering at low altitude with the engine running, and it landed hard at an off-airport location. An examination of the airframe and engine did not detect any preimpact anomalies that would have prevented the normal operation of the glider, and the glider's ballistic recovery parachute had not been deployed. A review of the weather in the area found that conditions were favorable for convective clouds with updrafts and downdrafts up to 40 knots with the possibility of microbursts; therefore, it is likely that the pilot encountered strong wind conditions and chose to perform an off-airport landing. It is also likely that, had the pilot lost control of the glider at altitude (prior to the attempted landing), he would have deployed the ballistic recovery parachute.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot’s loss of control during the off-airport landing in strong winds, which resulted in a hard landing.
HISTORY OF FLIGHT
On July 8, 2011, approximately 1700 mountain daylight time, a single-engine Pipistrel Taurus 503 glider, N261T, was substantially damaged during a hard landing near Durango, Colorado. The commercial pilot, the sole occupant, was fatally injured. The airplane was registered to and operated by Gemtec Inc., under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The flight originated the Durango-La Plata County Airport (DRO), Durango, Colorado, at an unknown time.
Witnesses observed the glider maneuvering at low altitude and heard the engine operating. The glider then landed hard on a golf course sidewalk.
PERSONNEL INFORMATION
The pilot, age 79, held a commercial pilot certificate for airplane single-engine land, airplane single-engine sea, airplane multi-engine land, glider, and instrument airplane. In addition, the pilot held a flight instructor certificate for gliders with the expiration date of February 29, 2012. A review of the pilot’s log book revealed that the pilot had an about 7,349 total hours with over 40.5 hours in make and model. On June 1, 2011, the pilot applied for a third class medical certificate but due to medical issues, the Aviation Medical Examiner (AME) deferred the certificate for further assessment. The pilot did not need a medical certificate to operate the glider.
AIRCRAFT INFORMATION
The two-seat, retractable-gear, glider, serial number 051T503, was manufactured in 2009. A 50 horsepower Rotax 503 UL engine drove a two-bladed wooden Pipistrel propeller. In addition, the glider was equipped with a Galaxy Rescue System (GRS) 5/472.5 ballistic parachute. Review of the maintenance logbook showed an annual condition inspection was completed on May 16, 2011. On May 25, 2011, the glider was issued a special airworthiness certificate for experimental exhibition. A log book entry on June 3, 20011, recorded the completion of Phase I of the experimental operating limitations.
METEOROLOGICAL INFORMATION
At 1653, an automated weather reporting facility at DRO, located 21 nautical miles south of the accident site reported wind from 220 degrees at 17 knots gusting to 22 knots, visibility 10 miles, few clouds at 11,000 feet, temperature 90 degrees Fahrenheit, dew point 36 degrees Fahrenheit, and a barometric pressure of 30.06 inches of Mercury.
Evaluation of the weather near the location of the accident revealed a mid level front moved eastward across the accident site around the time of the accident. This front brought both gusty winds and the formation of convective clouds, rain showers, and thunderstorms. Upper air soundings recorded conditions favorable for strong downward gusts up to 40 knots with the possibility of microbursts near convective clouds and thunderstorms. Satellite imagery for the time of the accident showed the presence of a convective cloud near the site of the accident. The level of precipitation associated with this convective cloud could not be determined due to the distance from weather radar sites.
Calculations of relevant meteorological data revealed that the density altitude was over 11,000 feet.
WRECKAGE AND IMPACT INFORMATION
An initial examination of the glider wreckage was conducted on-scene by an inspector from the Federal Aviation Administration (FAA). A subsequent examination was conducted at the pilot’s hanger by the National Transportation Safety Board and a technical advisor from the Rotax Engine Company. Flight control continuity was established from the flight controls to the control surfaces. The lower portions of the fuselage displayed crushing damage and the empennage partially separated; both displayed signatures consistent with a hard landing. Both wings displayed skin damage starting from the wing’s mid-span to the wing tip. The “T-tail” portion of the empennage was fractured at a location near the tailwheel. The flaps were found set at 5 degrees and the flap handle was found in the 5 degree flap detent. On the Ibis II engine control panel, the ignition switch was found selecting the “on” position and the propeller arm retract switch was selecting the “up” position. The GRS parachute had not been deployed. The engine was ran twice and appeared to produce rated power. No preimpact anomalies were discovered which would have precluded normal operation of the glider.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the pilot on July 11, 2011, by the La Plata County Coroner’s Office as authorized by the La Plata County Coroner. The manner of death was ruled an accident. The Medical Examiner noted the following:
Interrogation of [the pilot’s] pacemaker, while limited because of the age and type of device, did not indicate a prior cardiac event. The pattern of injuries to [the pilot’s] hand is identical to the pattern seen in motor vehicle drivers who are gripping the steering wheel tightly at the moment of impact.
FAA Civil Aerospace Medical Institute (CAMI), Oklahoma City, Oklahoma, performed forensic toxicology on specimens from the pilot. The report noted the following findings:
Amlodipine detected in Urine
Amlodipine detected in Blood
Atenolol detected in Urine
Atenolol detected in Blood
Atorvastatin detected in Urine
Atorvastatin NOT detected in Blood
Doxylamine detected in Urine
Doxylamine NOT detected in Blood
Losartan detected in Urine
Losartan detected in Blood
Warfarin detected in Urine
Warfarin detected in Blood
CAMI’s web-based collection of toxicology drug information noted that Amlodipine is used in the treatment of hypertension. Atenolol is used in the treatment of hypertension and certain arrhythmias. Atorvastatin is used for lowering blood cholesterol. Doxylamine is a common over the counter antihistamine used in the treatment of the common cold and hay fever. Losartan is used in the treatment of hypertension. Warfarin is an anticoagulant medication.
DURANGO — Investigators say the weather at the time of a fatal glider crash-landing in Durango last year could have produced strong downdrafts and microbursts.
A National Transportation Safety Board report released last week says the time and place of the crash coincided with a weather front was moving across the area.
The July 2011 crash killed 79-year-old Jim McCann, the only person aboard.
The NTSB says he was flying a two-seat, single-engine motorized glider when it crashed-landed on a sidewalk at a golf course. La Plata County Coroner Carol Huser said McCann died from his injuries.
The NTSB hasn't determined the cause of the crash.
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