Burkhart Grob G103 TWIN ASTIR N173SS

Summary

On 27 December 1998 at about 18:15 local time, a Burkhart Grob G103 TWIN ASTIR registered N173SS, operated by Peak Soaring, was involved in an accident near Canon City, Colorado, United States. 2 people were on board and one was seriously injured, one had minor injuries. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

27 December 1998 at 18:15

Classification

Accident

Location

Canon City, Colorado, United States

Nearest airport

Freemont County Airport (IV6)

Coordinates

38.4403, -105.2303

Aircraft

Burkhart Grob G103 TWIN ASTIR

Registration

N173SS

Category

Glider

Operator

Peak Soaring

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

DEN99LA028

1 person was seriously injured.

The glider pilot's failure to follow proper preflight procedures, and his failure to control the aircraft when the latch opened during flight. A factor was his failure to properly latch the canopy, and to utilize all available runway during the forced landing.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

During initial climb from takeoff, the rear canopy of the glider opened. When the pilot reached to close the canopy, the glider ballooned above the tow plane. The pilot turned the glider to the left and lowered the nose to maintain airspeed. The glider then impacted the ground before he leveled out. According to the passenger and several witnesses, prior to takeoff, the glider pilot signaled the tow pilot that he was ready for takeoff. However, the departure was halted so that the glider pilot could be given a handheld radio in order for communications to be established between the glider and the tow plane. The glider pilot opened the canopy in order to receive the radio, then re-closed it. The first ground scars were observed approximately 1,100 feet prior to the end of the paved section of runway 29, and an additional 800 feet of dirt extends beyond the runway prior to the existence of any obstructions. At the request of an FAA inspector, a postaccident examination of the rear canopy latch was performed. According to the mechanic who performed the inspection, 'the rear canopy latch was found to be operational.'

Quoted verbatim from the NTSB record.