History of Flight
On July 15, 2011, about 1535 eastern daylight time, a Slingsby T-49B glider, registration N7475, was substantially damaged when it collided with trees while maneuvering for landing in Hollywood, Maryland. The glider had released from tow immediately after takeoff from St. Mary's County Regional Airport (2W6), Leonardtown, Maryland. The certificated commercial pilot was seriously injured, and the certificated private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91.
According to the glider pilot/owner, the glider was purchased a week prior and he had about 1 hour of flight time in it. He assembled the glider with the tow plane pilot, and all post-assembly checks were completed. The pilot and copilot performed before-takeoff checks, confirming the TOST tow release operation and that trim and spoilers were closed.
The glider took off from the grass between runway 11 and the parallel taxiway. During initial climb, the glider pilot noticed the glider wasn't climbing, and they discussed relative position to avoid wake turbulence. About 100 feet above ground level, the tow plane's rudder wagged, and the copilot shouted "Release!" The pilot released the glider and entered a left turn for a forced landing on a highway, but overshot and hit trees.
The tow plane pilot reported that after takeoff, the climb rate was 100-200 feet per minute at full power. He checked his rearview mirror and saw the glider's spoilers partially deployed. He signaled with a rudder wag (a published signal for "check spoilers") when both aircraft were about 200 feet agl and half a mile from the runway. The glider then released and struck trees.
Personnel Information
The glider pilot held a commercial pilot certificate with ratings for airplane single-engine land and sport pilot (glider), plus a mechanic certificate. He reported 1,471 total hours, 21 in gliders, and 1 hour in the accident glider. His most recent FAA second-class medical was issued March 28, 2011.
The copilot held a commercial pilot certificate with ratings for airplane single-engine land, instrument airplane, and glider. His logbook was not recovered, but a recent review showed over 800 total hours, 165 in gliders. His most recent FAA second-class medical was issued September 30, 2011, reporting 910 hours.
The tow plane pilot held a commercial pilot certificate with ratings for airplane single-engine land, single-engine sea, and glider. He reported 2,250 total hours, 590 in gliders, and 242 in the tow plane. His most recent FAA second-class medical was issued March 5, 2010.
Aircraft Information
The glider was manufactured in 1968. Its most recent annual inspection was completed June 14, 2011, at 642 aircraft hours. The glider was not equipped with a communication radio.
The tow plane was manufactured in 1960. Its most recent annual inspection was November 11, 2010, at 4,933 hours.
Meteorological Information
At 1537, weather at 2W6 (142 feet elevation) included clear skies, visibility 10 miles, temperature 26°C, dew point 12°C, altimeter 30.12 inches Hg, wind from 140° at 7 knots.
Wreckage and Impact Information
The glider was located about half a mile from the departure end of runway 11, lodged in a tree about 80 feet above ground. The cockpit canopy was on the ground. The right wing was intact with some twisting near the root; the left wing was broken off about 4 feet from the root. The tail section was essentially intact.
The spoilers on the right wing were extended to a position consistent with full extension (about 5 inches, though full extension is 8.5 inches). The left spoiler interconnect linkages showed signs of overtravel. Control continuity was established to elevators and right aileron; left aileron continuity could not be determined due to damage. The elevator trim lever was found full forward (nose down). The spoiler control handle moved the right spoiler to full extension but would not fully retract—7/8 inch of spoiler remained extended; the source of the interference could not be determined.
Cockpit instrument readings included: turn and slip indicator showing full left slip, bank indicator full left ball, variometers at 0 ft/min, altimeter -160 ft, airspeed 68 kts, all electrical switches off. The left seat was missing; its seatbelt was buckled but attachment points separated from the cockpit structure.
Medical and Pathological Information
The autopsy on the copilot listed cause of death as "multiple injuries." Forensic toxicology detected no ethanol; Pioglitazone (used for type 2 diabetes) was detected in blood and urine. A review of medical records indicated the copilot's health should not have posed a significant hazard to flight safety.
Additional Information
According to the Soaring Safety Foundation, the recommended standard soaring signal for "warning – spoilers out" is a rudder waggle. Prior to the flight, only the "increase speed" and "decrease speed" signals were discussed between the pilots. After the accident, the tow plane pilot published standard operating procedures for glider operations at St. Mary's County Airport, including in-flight signals.