History of Flight
On July 8, 2011, at 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 glider was registered to and operated by Gemtec Inc. under 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and the flight operated without a flight plan. The flight originated from Durango-La Plata County Airport (DRO) at an unknown time. Witnesses observed the glider maneuvering at low altitude and heard the engine operating before it landed hard on a golf course sidewalk.
Personnel Information
The pilot, age 79, held a commercial pilot certificate with ratings for airplane single-engine land, single-engine sea, multi-engine land, glider, and instrument airplane. Additionally, the pilot held a flight instructor certificate for gliders, expiring February 29, 2012. Review of the pilot’s logbook indicated about 7,349 total flight hours, with over 40.5 hours in the make and model. On June 1, 2011, the pilot applied for a third class medical certificate; however, due to medical issues, the Aviation Medical Examiner deferred the certificate for further assessment. The pilot was not required to hold a medical certificate to operate the glider.
Aircraft Information
The two-seat, retractable-gear glider, serial number 051T503, was manufactured in 2009. It was powered by a 50-horsepower Rotax 503 UL engine driving a two-bladed wooden Pipistrel propeller. The glider was equipped with a Galaxy Rescue System (GRS) 5/472.5 ballistic parachute. Review of maintenance records 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, and a logbook entry on June 3, 2011, 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 weather near the accident site indicated a mid-level front moved eastward across the area around the time of the accident, bringing 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 accident site. The level of precipitation associated with this convective cloud could not be determined due to distance from weather radar sites. Calculations of relevant meteorological data revealed a density altitude of 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 performed at the pilot’s hangar 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 showed signatures consistent with a hard landing. Both wings exhibited skin damage from mid-span to the wing tips. The “T-tail” portion of the empennage was fractured near the tailwheel. The flaps were found set at 5 degrees, and the flap handle was in the 5-degree detent. On the Ibis II engine control panel, the ignition switch was in the “on” position, and the propeller arm retract switch was in the “up” position. The GRS parachute had not been deployed. The engine was run twice and appeared to produce rated power. No preimpact anomalies were discovered that 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, which ruled the manner of death as accidental. The Medical Examiner noted that interrogation of the pilot’s pacemaker, limited due to the age and type of device, did not indicate a prior cardiac event. The pattern of injuries to the pilot’s hand was identical to that seen in motor vehicle drivers gripping the steering wheel tightly at the moment of impact. Forensic toxicology performed by the FAA Civil Aerospace Medical Institute (CAMI) detected the following substances: Amlodipine (urine and blood), Atenolol (urine and blood), Atorvastatin (urine only), Doxylamine (urine only), Losartan (urine and blood), and Warfarin (urine and blood). CAMI’s drug information noted that Amlodipine is used for hypertension, Atenolol for hypertension and certain arrhythmias, Atorvastatin for lowering cholesterol, Doxylamine as an antihistamine, Losartan for hypertension, and Warfarin as an anticoagulant.