History of Flight
On June 17, 2012, at approximately 1655 central daylight time, an IAR Brasov model IS-28B2 glider, registration N6388V, departed from the GHSA-Wallis Gliderport (TE71) in Wallis, Texas, for a local flight. After a normal ground hook-up, the tow pilot initiated a takeoff to the south on runway 18. During the takeoff roll, several witnesses noticed that the tail dolly was still attached to the glider, and a radio call was made to abort. Despite the call, the tow plane and glider lifted off normally. The tow pilot reported reaching about 25 feet above ground level when he heard the abort call. At about 50 feet, the tow plane began to pitch nose-down, and the towline released. Witnesses observed the glider pitch nose-up and climb steeply to the right, reaching an estimated 150 to 200 feet. The glider then began a left turn, but suddenly pitched nose-down and descended. The glider impacted terrain approximately 3,500 feet south of the takeoff position.
Personnel Information
The pilot, age 68, held a commercial pilot certificate with a glider rating issued on November 1, 1987, and a flight instructor certificate for gliders initially issued on June 1, 1991. His total flight experience was estimated at 775 hours, with 760 hours in gliders. A flight review was completed on March 25, 2012.
Aircraft Information
The glider, serial number 364, was a two-place, all-metal design with a T-tail, tandem landing gear, flaps, spoilers, and a removable tail dolly intended for ground handling. The tail dolly weighed about 11 pounds and could be clamped onto the empennage. Maintenance records showed an annual inspection completed on February 22, 2012, at 1,156.3 hours total time and 2,465 flights. The glider had operated about 22 hours since that inspection.
Meteorological Information
The closest official weather station at Sugar Land Regional Airport, 19 miles east, reported at 1653 wind from 120 degrees at 6 knots, broken clouds at 7,000 feet, temperature 31°C, dew point 19°C, and altimeter setting 29.88 inches of Mercury.
Wreckage and Impact Information
The glider came to rest upright in a cotton field. The nose and front cockpit showed impact crushing damage. The landing gear was extended, flaps were in the Flaps 1 position, and all four spoilers were fully extended. The red tail dolly remained attached. Control continuity was confirmed except for front cockpit separation due to impact. The front cockpit airspeed indicator glass was shattered; the rear cockpit indicator showed 100 knots. The G-meter in the front cockpit indicated 0 G positive and minus 2 G. The towline was found attached to the front TOST release mechanism and functioned normally in postaccident testing. No preimpact mechanical malfunctions were found.
Additional Information
According to the FAA Glider Flying Handbook, if an inadvertent release occurs below 200 feet AGL, landing straight ahead is advised. The glider's stall speed was noted as 35 knots in landing straight flight and 37 knots in a turn. The manufacturer's manual indicated spin recovery height loss of 262 to 295 feet. Federal regulations required that a lap child under age two could be held by an adult in an approved seat. Two other pilots reported previous takeoffs with the tail dolly attached, noting only a whistling noise. A postaccident weight and balance calculation showed the CG was within limits even with the tail dolly.
Medical and Pathological Information
An autopsy on the pilot identified significant natural heart disease, including coronary artery stenosis. Toxicology was negative for drugs and alcohol. The pilot had a history of diabetes and was being treated for multiple conditions. He had visited his physician three days before the accident complaining of intermittent arm tiredness; a stress test had not yet been performed.