Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah
Air Accidents Investigation Institute; Letnany, FN
Blanik Aircraft CZ s.r.o.; Letnany, FN
Teton Aviation Center; Driggs, Idaho
Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
https://registry.faa.gov/N317BA
Location: Moose, WY
Accident Number: CEN18FA217
Date & Time: 06/09/2018, 1115 MDT
Registration: N317BA
Aircraft: LET L 23 SUPER BLANIK
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Business - Sightseeing
On June 9, 2018, about 1115 mountain daylight time, a LET L-23 glider, N317BA, was destroyed when it was involved in an accident near Moose, Wyoming. The pilot and passenger sustained fatal injuries. The glider was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 sightseeing flight.
The glider was operated by Teton Aviation Center (TAC), based at Driggs-Reed Memorial Airport (DIJ), Driggs, Idaho. The accident flight was a sightseeing flight to view the Teton Range . The operator reported that a sightseeing flight was typically about 1 hour in duration; the first 30 minutes was conducted under tow before the glider released and spent the remaining 30 minutes gliding back to DIJ. The tour predominately flew over the Caribou-Targhee National Forest, encompassing both Idaho and Wyoming.
The tow pilot reported that he and the glider pilot discussed the planned route and briefed safe altitudes for the flight, and then completed the preflight duties for the glider together.
After departing from DIJ, the tow airplane and glider proceeded south and climbed to 11,000 ft mean sea level (msl) and turned west toward Darby Canyon. The aircraft arrived at the foothills of Darby Canyon at 11,500 ft msl and the tow pilot reported that "there wasn't much lift." They then flew east toward the boundary of Grand Teton National Park, gaining "a little lift" off the various ridgelines. The tow pilot reported that, prior to reaching the park boundary, they flew north, paralleling the Teton Range, and were "slowly climbing." About 3 miles west of the South Teton peak, at an altitude of 13,800 ft msl, the glider pilot released from tow at 1037. The tow pilot visually confirmed the release in his rearview mirror and returned to DIJ, where he landed about 1045.
The tow pilot reported that he maintained radio communication with the glider pilot throughout the tow and that they worked together to find lift to gain sufficient altitude for release. The tow pilot did not report any anomalies with the glider during the tow.
The passenger's cell phone was recovered from the accident site and a video recording of the accident flight was retrieved. The recording, taken from the front seat by the passenger, began when the glider was near the Teton Range during the flight, flying over Grand Teton National Park. After about 2 minutes, the footage showed Middle Teton in front of the glider and off to the left; the glider was nearly level with the top of Middle Teton. The pilot stated "this is not good.". The glider then banked slightly right parallel to the ridgeline of Middle Teton.
The last frame where the airspeed indicator was visible showed an indicated airspeed of about 42 kts. The top of the ridgeline was above the altitude of the glider. The glider then appeared to enter a steep descent. The pilot again stated "this is not good." The glider appeared to exit the steep descent as it passed by a cliff marking the end of the ridgeline. The glider then appeared to enter another steep descent. The pilot stated, "I'm in trouble." The glider returned to a neutral pitch attitude but appeared to be descending. The glider was traveling along the ridgeline between Middle Teton and South Teton. As the glider descended, it began a right turn pointing toward the ridgeline. In the last frame before the recording ended, the yaw string mounted in front of the passenger's windshield was hanging about 45° to the right.
When the flight did not return as expected, TAC personnel attempted to reach the glider pilot via radio. At 1220, the glider was reported overdue to the Federal Aviation Administration (FAA), and an alert notice was subsequently issued.
A National Park Service (NPS) search and rescue team consisting of NPS rangers from Jenny Lake Rescue, working in conjunction with Teton County (Wyoming) Search and Rescue, used cell phone data to determine the last known coordinates of the glider. The owner of TAC departed from DIJ about 1435 in a private helicopter and flew to the area of the last known coordinates, where he located the wreckage in steep mountainous terrain about 11,000 ft msl, between Middle Teton peak (12,809 ft msl) and South Teton peak (12,519 ft msl) near the frozen Icefloe Lake in Grand Teton National Park, as shown in Figure 1.
Figure 1: Accident Site Location
Pilot Information
Certificate: Flight Instructor; Commercial
Age: 65, Female
Airplane Rating(s): Single-engine Land
Seat Occupied: Rear
Other Aircraft Rating(s): Glider
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): Glider
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 06/03/2014
Occupational Pilot:No
Last Flight Review or Equivalent: 04/30/2017
Flight Time: (Estimated) 1200 hours (Total, all aircraft)
The pilot previously held an FAA second class medical certificate, which expired on June 20, 2016. Glider operations under 14 CFR Part 91, including personal flights, flight instruction, and sightseeing tour flights, do not require the pilot to hold an FAA medical certificate.
TAC reported the pilot was hired in March 2001. Since the date of hire, she flew 650 hours of instruction in the glider and flew 559 sightseeing tour flights in the glider. The pilot's most recent recurrency flight was conducted on April 27, 2018.
In postaccident interviews, TAC personnel described the pilot as, "very safety conscious," "very by the book," "very cautious," and "always thorough." The pilot's husband reported that she never expressed any concerns about working at TAC and she "enjoyed taking passengers on flights and working with her coworkers."
Aircraft and Owner/Operator Information
Aircraft Make: LET
Registration: N317BA
Model/Series: L 23 SUPER BLANIK NO SERIES
Aircraft Category: Glider
Year of Manufacture:1997
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 978406
Landing Gear Type: Retractable - Tandem
Seats: 2
Date/Type of Last Inspection: 02/23/2018, Annual
Certified Max Gross Wt.: 1124 lbs
Time Since Last Inspection:
Engines:
Airframe Total Time: 3782.9 Hours as of last inspection
Engine Manufacturer:
ELT: Not installed
Engine Model/Series:
Registered Owner: Teton AvJet, LLC
Rated Power:
Operator: Teton AvJet, LLC
Operating Certificate(s) Held: None
The LET L-23 Super Blaník Sailplane Flight Manual stated:
The LET L-23 Super Blaník sailplane is a cantilever, high-wing, two-seat glider of all-metal structure with fabric covered control surfaces. Both flight compartments are covered by a single-section canopy which may be emergency jettisoned in flight. Both cockpits are equipped with all sailplane flight control including flight and navigation instrument panels.
The operator kept the glider fully assembled. Review of weight and balance information revealed that, with the pilot and passenger onboard, the glider was within weight and balance limitations for the flight. Review of the glider's maintenance records revealed no evidence of uncorrected mechanical discrepancies.
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KJAC, 6419 ft msl
Distance from Accident Site: 8 Nautical Miles
Observation Time: 1656 UTC
Direction from Accident Site: 153°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual: Terrain-Induced / Terrain-Induced
Wind Direction:
Turbulence Severity Forecast/Actual: Moderate / Moderate
Altimeter Setting: 30.04 inches Hg
Temperature/Dew Point: 18°C / 7°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: DRIGGS, ID (DIJ)
Type of Flight Plan Filed: None
Destination: DRIGGS, ID (DIJ)
Type of Clearance: None
Departure Time: 0950 MDT
Type of Airspace: Class G
The National Weather Service (NWS) Storm Prediction Center's forecast upper air constant pressure charts for 0600 showed the conditions at about 10,000 ft and 18,000 ft msl.
The charts depicted a long wave trough over the western United States with southwesterly winds over Idaho and Wyoming; wind speeds increased with height with little change in direction. The front side of an upper level trough implies upper-level divergence and general rising motion of the area and the development of clouds and precipitation if adequate moisture is available. Upper level troughs also support surface fronts.
AIRMET Tango was current for moderate turbulence below 16,000 ft over a large portion of the central and southwestern United States. The accident site was located within the boundary of the advisory area.
High-Resolution Rapid Refresh numerical model data was plotted and indicated a lifted condensation level (LCL) about 3,200 ft agl. The profile below 10,000 ft was characterized as conditional unstable with a Lifted Index of -1. The sounding thermal structure did not support any strong thermal activity. The sounding profile indicated that the glider likely encountered southerly winds from 185° at 25 to 27 knots, with the potential for light turbulence at 12,700 ft msl. With this wind direction, no significant orographic lift would be generated on the western slopes of the Teton Mountain Range.
There was no record that the pilot obtained a preflight weather briefing from the FAA contract Automated Flight Service Station (AFSS) provider, Leidos, or from a third-party provider. It could not be determined what weather information the pilot may have reviewed before departure.
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 43.724722, -110.819167 (est)
Photos provided by the NPS showed both wings and an impact crater located on a west-facing, snow and ice-covered saddle, which originated at South Teton Peak and extended to the northeast, culminating at Middle Teton peak. The photos showed the fuselage, empennage, and miscellaneous debris located near the base of the saddle by Icefloe Lake.
Figure 2: Accident SiteThe wreckage was extracted via external load with an NPS-contracted helicopter to a secure location for a wreckage layout and examination. All major structural components of the glider were accounted for. Flight control continuity was established throughout the airframe, and no preimpact mechanical malfunctions or failures with the glider were noted.
Medical And Pathological Information
Teton Pathology, Jackson, Wyoming, conducted an autopsy of the pilot. The cause of the death was attributed to multiple blunt force injuries. The autopsy revealed no significant natural disease that could pose a hazard to flight safety.
The FAA's Forensic Sciences Laboratory performed toxicology tests on specimens from the pilot; testing was negative for ethanol and drugs. A test for carbon monoxide and cyanide was not performed.
Organizational And Management Information
The 14 CFR Part 91 Letter of Authorization for Teton Aviation Center was managed by the FAA Salt Lake City Flight Standards District Office, Salt Lake City, Utah. FAA Letters of Authorization for sightseeing tour flights only include powered aircraft (such as airplanes and helicopters). Non-powered aircraft, such as gliders or balloons, are not included.
The TAC Standard Operating Procedures (SOP) discussed sightseeing tour flights and stated in part:
Teton Aviation Center scenic flights are operated under §119.1(e)(2) and a Letter of Authorization under 91.147, which authorize us to conduct non-stop scenic air tours within a 25 nautical mile radius of the Driggs airport (KDIJ). We do not have authorization to overfly Grand Teton National Park, and are required to remain at least ½ mile outside Park boundaries. Minimum altitude is 2000' AGL [above ground level] over mountainous terrain.
No TAC aircraft may be flown below 500' above ground (AGL) unless it is taking off or landing. Maneuvers require at least 2000'AGL unless otherwise specified on TAC maneuver summary sheets, or the FAA Practical Test Standard (PTS). Glider pilots are required to adhere to the minimum station altitudes.
Additional Information
Previous Flight
The day before the accident, the pilot flew with another passenger and provided a sightseeing tour flight. The passenger reported that the flight consisted of four passes on the backside of the Teton mountain range in the Grand Teton National Park, and provided various photos he took during the flight showing the proximity to terrain, as shown in Figure 3.
Figure 3: Aerial View of Terrain, captured the day before the accident flight
During the flight, the pilot talked with the passenger about his lack of interest in roller coasters. The pilot asked the passenger what kind of tour flight he would like to receive. He reported that she jokingly asked if he wanted a "rock and roll flight." The passenger responded that he wanted the relaxing version of the tour flight. The passenger described the pilot as a "very competent" pilot who had "smooth flying skills." He reported the overall flight was "peaceful and enjoyable."
Kristine Ciesinski poses for a portrait for the Teton Valley Magazine at the Driggs Airport. Ciesinski, an international opera star, teacher and pilot, died June 9th, 2018 while piloting a glider that crashed over the Tetons. A passenger with her also died. He was David Ross, 65, of Salt Lake City.
David J. Ross
Location: Moose, WYAccident Number: CEN18FA217
Date & Time: 06/09/2018, 1115 MDT
Registration: N317BA
Aircraft: LET L 23 SUPER BLANIK
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Business - Sightseeing
On June 9, 2018, about 1115 mountain daylight time, a retractable tandem-geared LET L-23 (Super Blaník) glider, N317BA, collided with remote mountainous terrain while en route about 7 miles northwest of Moose, Wyoming after departing from the Driggs-Reed Memorial Airport (DIJ), Driggs, Idaho. The commercial pilot and the passenger sustained fatal injuries. The glider was destroyed. The glider was registered to Teton AvJet, LLC, Driggs, and was operated by Teton Aviation Center, Driggs, under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91 as a visual flight rules sightseeing tour flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed. The flight originated from DIJ at 0950 and was released from the tow airplane at 1037.
Teton Aviation Center based at DIJ, conducts Title 14 CFR Part 91 sightseeing tour flights to the public in both airplanes and gliders, staying within a 25-statue mile radius of DIJ. DIJ is located at an elevation of 6,231 feet mean sea level (MSL). The purpose of the sightseeing tour flight was to facilitate viewing of the Teton Range mountains for the passenger. A friend of the passenger purchased the sightseeing tour flight as a gift for the passenger.
The operator reported that a sightseeing tour flight typically is about 1 hour in duration, with the first thirty minutes for the tow operation, with the remaining thirty minutes gliding back to DIJ. The glider typical spends about 15 minutes at the altitude it was released at before it begins the descent. The sightseeing tour flight predominately flies over the Caribou-Targhee National Forest, encompassing both Idaho and Wyoming.
The tow pilot, employed by Teton Aviation Center who flew a tailwheel-equipped Aviat A-1 airplane, reported he and the glider pilot discussed the planned route of flight prior to takeoff. The planned route after departure from DIJ was to head south toward Darby Canyon, then proceed north along the ridges near the Grand Targhee Resort, Alta, Wyoming, and then along the ridges of Teton Canyon toward the Grand Teton National Park. The tow pilot further reported that he and the glider pilot briefed safe altitudes for the route of flight, and then completed the preflight duties for the glider together.
After departing from DIJ, the tow airplane and glider reached 10,000 feet MSL. The two aircraft proceeded south and climbed to 11,000 feet MSL and turned west toward Darby Canyon. Both aircraft arrived at the foothills of Darby Canyon at 11,500 feet MSL and the tow pilot reported "there wasn't much lift." Both aircraft then flew east toward the boundary of Grand Teton National Park. Prior to reaching the boundary, both aircraft flew north, paralleling the Teton Range and were "slowly climbing." Upon reaching a point 3 miles west of the South Teton peak, at an altitude of 13,800 feet MSL, the glider pilot released the glider at 1037. The tow pilot reported that he obtained visual confirmation of the release in his rear-view mirror and departed back to DIJ without further incident, landing at about 1045.
During the tow operation, the tow pilot reported that he maintained radio communication with the glider pilot throughout the entire flight and they worked together to find lift to gain sufficient altitude for release. The glider pilot did not report any mechanical malfunctions or failures with the glider during the tow operation.
The front desk manager for Teton Aviation Center was expecting the glider to return to DIJ between 1115 to 1130. Starting at 1130, the front desk manager attempted to make multiple radio calls on a universal communications frequency (commonly referred to as "UNICOM") to the glider with no success. At 1220, the glider was reported overdue to the Federal Aviation Administration (FAA). At 1240, an Alert Notice (commonly referred to as an "ALNOT") was issued by the FAA.
A National Park Service (NPS) search and rescue team consisting of NPS Rangers from Jenny Lake Rescue, working in conjunction with Teton County (Wyoming) Search and Rescue, utilized data acquired from a cellular phone onboard the glider to determine the last known coordinates. The owner of Teton Aviation departed from DIJ at about 1435 in a private helicopter and flew to the area of the last known coordinates. The owner was able to obtain visual confirmation of the wreckage at about 1450. No emergency locator transmitter was onboard the glider, nor was one required to be.
Photograph 1 - Aerial view of the accident site
(courtesy of the National Park Service).
The wreckage was extracted via external load with a NPS-contracted helicopter to a secure location in the Grand Teton National Park for a wreckage layout and examination. On June 13, the NTSB investigator-in-charge (IIC), along with an aviation safety inspector (ASI) from the FAA Salt Lake City Flight Standards District Office traveled to the operator in Driggs to tour the company facilities and conduct interviews with company personnel. On June 14, the NTSB IIC, the FAA ASI, and two representatives from Teton Aviation Center traveled to the Grand Teton National Park to conduct a wreckage layout and examination. During the examination, no preimpact mechanical malfunctions or failures with the glider were noted. All major structural components of the glider were accounted for. The glider was found to be assembled correctly for flight operations. An examination of the maintenance records revealed no evidence of uncorrected mechanical discrepancies with the glider.
Photograph 2 - Exemplar photograph of N317BA
(courtesy of Teton Aviation Center).
The two-seat capacity non-motorized glider, serial number 978406, was manufactured in 1997 in the Czech Republic.
Aircraft and Owner/Operator Information
Aircraft Manufacturer: LET
Registration: N317BA
Model/Series: L 23 SUPER BLANIK NO SERIES
Aircraft Category: Glider
Amateur Built: No
Operator: Teton AvJet, LLC
Operating Certificate(s) Held: None
Operator Does Business As: Teton Aviation Center
Operator Designator Code:
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KJAC, 6419 ft msl
Observation Time: 1656 UTC
Distance from Accident Site: 8 Nautical Miles
Temperature/Dew Point: 18°C / 7°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: Calm
Lowest Ceiling: None
Visibility: 10 Miles
Altimeter Setting: 30.04 inches Hg
Type of Flight Plan Filed: None
Departure Point: DRIGGS, ID (DIJ)
Destination: DRIGGS, ID (DIJ)
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 43.724722, -110.819167 (est)
Ciesinski died on June 9 while piloting a glider tour over the Tetons. The passenger with her also died. He was David Ross, 65, of Salt Lake City. The accident is still under investigation by the Grand Teton National Park, but the details of her death feel small in the bright light of her legacy.
“Her priority was making the world more beautiful and that was incredible,” said Hannah Rose Linville, a student of Ciesinski’s. “I think the valley was so lucky to have her. She was world-renowned and then she plopped herself down into podunk Idaho. It’s incredible that I had the opportunity to work with her. All of us students were lucky to share in her talent and to be in her light and I’m so glad to have known her.”
Ciesinski defied the mold, weaving a fine thread into the diverse tapestry of the Teton Valley community. Serving on the Teton Valley Hospital Foundation Board and the Earthfire Institute, founding various organizations in the community, and teaching as an adjunct professor at BYU-I in Rexburg, the reach of her generosity, her example and commitment, not to mention her devilish sense of humor, knew no bounds. She grounded her life in generosity and flew with the greatest of ease as a glider pilot circling the Tetons with passengers who often knew little of the famous person guiding them through the clouds.
“Kristine had a strong sense of community and strong sense of place,” said longtime friend and neighbor Carol Taylor. “I don’t think she ever saw the magnitude of who she was in our community. If she could help anyone she would do it.”
Ciesinski used her voice to shine light on pieces of the valley community in need. From the Teton High School Music Department, to Teton Valley Hospital and all the small and ever significant places in-between, Ciensinski could be called upon. Her presence, said her friends and colleagues, always elevated an event or fundraiser, though Ciensinski’s humility made her approachable and so much fun to be around.
She opened the Geotourism Center a few years ago by performing on the sidewalk in a long flowing gown in front of an adoring audience, her voice rising and falling while the amp tried to keep pace.
Afterward she whipped off her dress and mixed and mingled with the crowd in her jeans and T-shirt.
“She had the rights to be a diva, but she wasn’t,” said Jeanne Anderson, Ciesinski’s friend and collaborator on various community events. “In an age when ego can be overinflated, she was the epitome of someone who shared her talents and didn’t flaunt them. She had a lot of grace, a lot of class. She was also very sophisticated, but she was a hell of a lot of fun.”
Ann Loyola agreed.
“She served on the Teton Valley Hospital Foundation board for at least six years and very actively supported the hospital,” said Loyola, Director of Marketing and Public Affairs for Teton Valley Health Care. “She was the star of the Gathering of Friends fundraiser where she and her husband Norman and sister Katherine would perform and all of the funds supported cancer prevention and hospice home health services. Her concerts were always sold out and it was so meaningful. If you wanted to go to see that kind of performance anywhere else, you would have to pay a minimum of $300 to see that kind of star power. But she wanted to bring music to the community and to know that she was helping people — that’s why she organized those events.”
When Ciesinski wasn’t performing or flying, she was teaching. She spent almost 11 years at Brigham Young University of Idaho in Rexburg and there influenced many students both in and out of the classroom.
“I have lived in major cities and I have never run across a pedigree like Kris,” said Rebecca Smith Lord, a third year faculty member at BYU-I in the music department. “She’s one of a kind. She had a gift of being able to break it down for students so they could grasp a better usage of their voice. And after a while, I decided she needed to be my teacher too.”
Lord said that as the two worked together, she invited Ciesinki to teach students out of her home in Rexburg. Ciensinski ran group classes at a low rate for students who couldn’t afford private lessons or class credits.
“She could see the spark in each of her students. She was so encouraging,” said Lord. “It was beautiful to see her mentorship in my students. She had a heart of gold.”
Linville was Ciesinski’s student and sought her guidance after landing the lead in the Center for the Art’s production of Mary Poppins in her senior year of high school. Linville said Ciesinski could “kick your butt.”
“I would say knowing her and being a part of her life and her being a part of mine, she inspired me in a lot of ways,” Linville said. “I remember how elegant she was with so much grace and poise and confidence. I still aspire to grow up and be like her, to have that kind of poise and to treat everyone with kindness. I think the hardest part about losing her is knowing she gave me my voice. All these things that make me happy, I owe to her. She helped me sing. It meant so much to me that she took me through this process with her believing in me so I could believe in myself.”
While Ciesinski was always finding ways to “reinvent herself,” as she told Teton Valley Magazine in 2011, she remained steadfast and true to what drove her. She used her talents to not only touch a community, but move friends and family to do the same.
“The legacy she leaves this community, is the gentle calling to each of us to remember who we are and why we're here and what is precious about this place,” said Taylor. “To recognize our differences and be there for one another. And that wasn’t something she said, it was something she did – she just did it.”
https://idahostatejournal.com
David J. Ross, age 65, passed away in a glider accident on Saturday, June 9, 2018 in the lower Teton Mountains, near Jackson Hole, WY. He was born on June 8, 1953, in Fremont, Ohio, to Joseph and Helen Ross. Having obtained a BS degree in Information and Computer Science from Georgia Tech in 1976, where he was a member of Phi Kappa Theta fraternity and MS degrees in Computing Science from UC Davis in 1981, David has programmed videogames nearly as long as the genre has existed.
David started his career as a scientific programmer in 1976 with Texas Instruments in Plano, TX, where he also received his private pilot's license. In 1978, he moved to Lawrence Livermore Labs, where he did theater-level nuclear facility threat analysis. He took the opportunity to join Bally Sente in Sunnyvale, CA in 1982, where he was also a Big Brother to numerous mentees and met his best friend and love of his life, Vic. They were married in 1988. Also, in 1988, he took a position as lead programmer for Mediagenic in Menlo Park. 1991, saw Dave's move to Salt Lake City, where he remained for the rest of his life. His first job in Salt Lake City was with Sculptured Software/Acclaim Entertainment and in 1999, moved to his last and best employer, Avalanche Software, where he remained through their various acquisitions by Disney Interactive and Warner Brothers Games.
Additionally, Dave applied his prodigious work ethic and boundless passion to his family, a truly amazing circle of close friends and colleagues, golf, and motorcycles. He was the type of guy who was interested in everything and reveled in being the "go-to" for his co-workers and family. His wife and son, Mitchell, are surrounded by a group of very good friends that Dave has worked and played with for over 25 years. Clearly, in Dave's other-driven life, it was the people with whom he came into contact, made friends with, or just helped, that made life endlessly meaningful and exciting.
Dave was preceded in death by his parents. He is survived by his wife, Vic, his son Mitchell, his sister, Regina Albert, his brother, Captain Thomas Ross and numerous nieces and nephews.
His family asks that Dave's numerous friends, neighbors and colleagues, join them for a Celebration of Life, Wednesday, June 20, 2018 from 6:00 pm to 8:00 pm at Starks Funeral Parlor, 3651 South 900 East, Salt Lake City. Given his propensity to be a "casual" dresser, the family asks that celebrants joining us to also dress casually and bring your recollections of Dave's zest for life. Guests are encouraged to use the complimentary valet parking on the north side of the building.
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