History of Flight
On August 25, 2012, at about 1530 eastern daylight time, a Schleicher ASW-19 glider, registration N438AS, sustained substantial damage when it collided with terrain in Dansville, New York. The commercial pilot received fatal injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which was conducted under Title 14 Code of Federal Regulations Part 91. The flight originated from Dansville Municipal Airport (DSV) about 1230.
Two witnesses observed the accident. The first witness, working at a facility near the airport, reported watching the glider perform large circles. The glider then started rolling "back and forth from one wing to another." After three or four rolls, the glider descended nose-down to the ground in a 90-degree bank attitude. The second witness, a member of Finger Lakes Soaring (FLS) at the airport, stated he observed the glider about 1 mile north of the airport in a 90-degree bank, flying west at a slow speed of about 30 knots. The glider then turned north, and the bank seemed to decrease, but the glider descended into terrain.
Personnel and Aircraft Information
The pilot, age 66, held a commercial pilot certificate with ratings for airplane single-engine land and glider, as well as a flight instructor certificate with a glider rating. His most recent FAA third-class medical certificate was issued on July 14, 2011, at which time he reported 1,600 total flight hours. His logbook was not recovered.
The single-seat, fiberglass and metal glider, serial number 19230, was manufactured in 1978. Its most recent annual inspection was completed on August 18, 2012, when the glider had accumulated 1,159.2 total flight hours. Another FLS member added that the glider had not flown for about 5 years prior to the accident. The pilot had the glider resurfaced and returned to service, completed about 5 days prior to the accident. The evening before the accident, the glider was assembled and flown by the pilot for about 30 minutes without incident.
Meteorological and Wreckage Information
The recorded weather at DSV at 1554 was: wind from 210 degrees at 7 knots; visibility 10 miles; sky clear; temperature 31°C; dew point 14°C; altimeter 30.18 inches Hg.
The glider impacted a field about 1 mile northwest of DSV. Examination of the wreckage by an FAA inspector revealed that the landing gear was in the down and locked position. The right wing had separated from the spoiler box outward, and the left wing exhibited impact damage on its underside and at the wing tip. The forward section was compromised and crushed back into the cockpit area. The canopy assembly was opened but remained attached, with the Plexiglas broken and shattered throughout the debris field. The tailboom was partially separated and bent toward the right. Flight control continuity was established during the examination.
After wreckage recovery, static balance tests on the flight controls at a repair facility showed that the elevator and ailerons were within limits, but the rudder was out of balance (12.1 in.-lbs. vs. allowable 7.81–10.41 in.-lbs.). However, the preimpact weight and balance could not be determined, and there was no evidence the rudder imbalance resulted in a loss of roll control.
A ClearNav MN-1365 flight display was recovered, but data from the accident flight were not recorded. Previous events included ground recordings and an uneventful flight on August 24, 2012.
Medical and Pathological Information
An autopsy performed by the Monroe County Medical Examiner's Office listed the cause of death as multiple blunt force injuries. Natural disease of the heart was noted, including atherosclerotic and hypertensive heart disease with dilation and enlargement, as well as a previous coronary artery bypass graft and aortic repair.
Toxicological testing detected diphenhydramine in the liver and cavity blood (0.488 ug/ml, ug/g) and metoprolol in the liver and cavity blood. Diphenhydramine is a sedating antihistamine; metoprolol is a beta blocker. The pilot's FAA medical records showed a 2009 ascending aorta repair and coronary artery bypass graft. In 2011 he reported taking metoprolol, simvastatin, and lisinopril, and was issued a special issuance third-class medical certificate valid until July 31, 2012. At the time of the accident, his medical was no longer valid, but glider operation required only self-certification.
A friend and fellow club member reported that the pilot stated he was not feeling well on the day of the accident. The friend added that the day was hot, and although the pilot drank coffee prior to the flight, he did not drink water or bring any on the flight.