Accident Overview
On June 29, 2009, at 1430 mountain daylight time, a Schempp-Hirth Ventus 2CM glider, registration N68MP, collided with terrain near Paragonah, Utah, approximately 3 miles north of the Parowan Airport. The pilot, operating under 14 Code of Federal Regulations Part 91, was killed and the glider sustained substantial damage. Visual meteorological conditions prevailed; no flight plan was filed.
Flight History
The pilot was participating in a glider competition. The accident flight was normal, and the pilot launched with a group of gliders. General procedures required gliders to not release from the towplane until at least 2,000 feet above ground level. On the accident tow, the glider disconnected at approximately 1,800 feet instead of the standard 2,000 feet. The glider then entered a phugoid oscillation which increased until the glider pitched nose down and impacted the ground. The engine remained stowed throughout the flight. The pilot had not felt well the day prior to the flight.
Several Air Force Academy cadets assisted the pilot in getting the glider airborne. They reported that the pilot attempted to use his engine for takeoff but it would not start. Two cadets noticed the pilot’s hands shaking while he attempted to start the engine, and he appeared frustrated. The pilot was the last glider to depart.
The pilot carried a SPOT locater device. The device was in track mode until 1427:57 on June 29. Starting at 1545:57, it began transmitting 911 messages; the last such message was sent on June 30, 1801:02.
Aircraft and Pilot Information
The glider, serial number 192, received its experimental airworthiness certificate in July 2007. It was equipped with a Solo 2526-01 engine and a Technoflug KS-1G-152-R-122 propeller. The last annual inspection occurred on June 5, 2009, at a total airframe time of 31.1 hours and a tachometer time of 0.15 hours.
The pilot, age 65, held a private pilot certificate for single-engine airplanes and gliders. No aviation medical certificate was required for the accident flight. His last medical certificate, a third-class, was issued on May 5, 2008, with a restriction for near-vision glasses; it was not valid after April 30, 2009. On his last medical application, he reported 830 flight hours with 30 hours in the past 6 months. His logbook showed about 898 total flight hours, with 360 hours in the same make and model as the accident glider.
Meteorological Conditions
At 1353, an aviation routine weather report (METAR) from Cedar City Regional Airport, about 20 nautical miles southwest of the accident site, reported: winds variable at 6 knots; visibility 10 statute miles; sky condition clear; temperature 32°C; dew point -8°C; altimeter 29.83 inHg.
Recorded Data
A Volkslogger 1.0 flight data logger and a Flarm collision avoidance unit were recovered and read out at the Safety Board Materials Laboratory. Both units recorded data from 1420 to 1429 mountain daylight time. The takeoff point was the Parowan airport. The track showed a general climb in a northeasterly direction; then the glider entered a left spiral dive.
Medical and Pathological Information
The pilot had a history of coronary artery disease, with angioplasty and stent placement in 2004. In March 2009, he was hospitalized with chest pain and underwent angioplasty and a second stent placement on March 24. While hospitalized, he was diagnosed with paroxysmal atrial fibrillation, with heart rates up to 135. He was placed on warfarin to reduce stroke risk. His cardiologist noted on April 10, 2009, that the pilot theoretically could be on just aspirin daily. At that visit, medications included atorvastatin, clopidogrel (for one month), niacin, metoprolol, aspirin, and warfarin. Warfarin was discontinued on April 17, 2009.
An autopsy was performed by the State of Utah Office of the Medical Examiner. The condition of the remains did not permit evaluation of potential abnormalities in the heart or brain. Local toxicology testing on vitreous fluid was negative for volatiles, including ethanol; no other toxicology testing was performed.
Wreckage Examination
The wreckage was extensively damaged by impact forces. All control surfaces, or portions thereof, were identified. The wings remained attached at their center connection pins, though the fuselage structure had broken away. Each wing was fractured at its midsection and in multiple pieces. Rudder cables were continuous from the base of the rudder to the rudder pedals. The horizontal stabilizer and elevator had separated from the empennage. Aileron and flap controls separated at the center section. Both spoilers were intact and not extended. The canopy release handle was found loose; canopy latching pins were bent. The engine had broken away from the remainder of the wreckage, and the propeller had separated from the engine. No pre-impact mechanical anomalies were identified during the examination.