History of Flight
On August 4, 2010, at approximately 1820 central daylight time, N7470C, a Schempp-Hirth Ventus-2B glider, and N8829A, an Alexander Schleicher GmbH & Company ASW 27-18 glider, collided while both were competing in a soaring competition near Batesville, Texas. Visual meteorological conditions prevailed. Both flights were conducted under 14 Code of Federal Regulations Part 91 without flight plans. The commercial glider pilot on board the Schempp-Hirth glider was fatally injured; the private glider pilot on board the Alexander Schleicher glider was not injured. Both gliders were air towed from Garner Field Airport (KUVA), Uvalde, Texas.
The two gliders were among approximately 28 competitors. Both had departed KUVA between 1255 and 1310. The competition course consisted of five legs: from KUVA to Callagan, then northeast to Uno Mas road, then north northwest to Leakey, then south to Batesville, and finally back to KUVA.
According to the pilot of the Alexander Schleicher glider, he was en route from Leakey to Batesville (leg four) in straight and level flight at about 4,000 feet at an estimated speed of 100 knots. He observed several gliders he assumed were en route to KUVA. He did not see the Schempp-Hirth glider until the gear door appeared above his glider. The Schempp-Hirth glider passed over his canopy, flying opposite direction, and impacted the tail of his glider. The Alexander Schleicher pilot landed without further incident in a nearby field north of Batesville.
A Federal Aviation Administration (FAA) inspector reported that the Schempp-Hirth glider was between 3,000 and 4,000 feet at an estimated speed of 100 to 150 knots. The FAA stated that the Schempp-Hirth glider had completed the final turn at Batesville and was northbound at the time of the collision.
A competition participant observed the Schempp-Hirth glider after the collision. He noted the empennage was broken and only partially attached through control cables. He observed it spin twice before impacting terrain in a nose low attitude.
Personnel Information
The Schempp-Hirth pilot, aged 51, held a commercial pilot certificate with glider rating and a third-class medical certificate issued February 23, 2009, with the limitation "must wear corrective lenses." His family reported he completed a flight review on August 29, 2009; his estimated total flight time was over 6,000 hours.
The Alexander Schleicher pilot, aged 54, held a private pilot certificate with glider and airplane single-engine land ratings. He did not hold a medical certificate. He reported logging about 1,000 total flight hours, with 23 in the accident glider make and model. He completed a flight review on May 7, 2010.
Aircraft Information
The Schempp-Hirth Ventus-2B glider (serial number 150) was manufactured in 2003 and operated under an experimental airworthiness certificate for exhibition and air racing. It was maintained under a condition inspection program; a condition inspection was completed July 4, 2009, at 623.32 hours airframe total time.
The Alexander Schleicher ASW 27-18 glider (serial number 29034) was manufactured in 2008 and operated under an experimental airworthiness certificate for exhibition and air racing. It was maintained under an annual inspection program; an annual inspection was completed March 12, 2010. Total airframe time at accident was 208 hours.
Meteorological Information
The closest official weather observation station was Hondo Municipal Airport (KHDO), Hondo, Texas, 31 nm east of the accident site. A routine aviation weather report (METAR) at 1751 reported wind 140 degrees at 12 knots, gusting to 17 knots, visibility 10 miles, broken clouds at 7,000 feet, temperature 37°C, dew point 20°C, altimeter 29.95 inches.
Flight Recorders
The Alexander Schleicher glider was equipped with an EW Avionics microreader GPS-based flight recorder. The unit was sent to the NTSB Vehicle Recorders Lab for download; data including date, time, latitude, longitude, pressure altitude, GPS altitude, fix validity, and fix accuracy were extracted.
The Schempp-Hirth glider had multiple recording devices. The FAA secured two data logger units and sent them to the NTSB lab via UPS overnight service; the units never arrived and were not located. In January 2011, the NTSB investigator removed two Cambridge Aero Instruments Model 303 units from the glider and sent them to the lab; no accident data was recovered from either unit.
Wreckage and Impact Information
The Schempp-Hirth glider came to rest inverted in level terrain with tall grass and brush, fragmented, with debris extending about 1,000 feet from the main wreckage.
The Alexander Schleicher glider performed a forced landing to a plowed field.
Medical and Pathological Information
An autopsy on the Schempp-Hirth pilot was performed by the Bexar County Medical Examiner's Office on August 5, 2011. The cause of death was multiple blunt force injuries. Toxicological tests were negative.
Additional Information
Schempp-Hirth Examination
The wreckage was recovered to a storage facility in Lancaster, Texas, and examined by an NTSB investigator on September 28, 2010. The cabin and forward fuselage were fragmented with embedded dirt and grass. The canopy was fragmented. The left wing included left flap, left spoiler (deployed and bent forward), left aileron (separated and fragmented). The left flap was retracted. Control continuity was confirmed to left aileron, spoiler, and flap. The right wing was broken into at least four large sections. The right spoiler was deployed and bent rearward. The right flap was broken upward and aft at midspan. The right aileron remained partially attached and was fractured at midspan. Control continuity was confirmed to right aileron, spoiler, and flap. The empennage (vertical and horizontal stabilizer, elevator, rudder) separated from the aft fuselage. The elevator was intact and undamaged; the bottom and aft portion of the empennage was crushed and fragmented. Control continuity to rudder and elevator was confirmed.
Alexander Schleicher Examination
The airframe and systems were examined by FAA inspectors on scene. The right side of the horizontal stabilizer and elevator separated. A diagonal witness mark approximately 1.5 inches wide and 4 to 6 inches long was noted on the right side of the rudder. A black witness mark consistent with a tire was noted on the separated portion of the right horizontal stabilizer. The airframe and related systems were otherwise unremarkable.