Accident Details
On July 14, 2014, around 1435 eastern daylight time, two Let L23 Super Blanik gliders registered as N342BA and N400AZ were involved in a ground collision at Roosevelt Memorial Airport (5A9) in Warm Springs, Georgia. Both gliders were conducting local instructional flights under Part 91 of the Federal Aviation Regulations, and neither had filed a flight plan. Visual meteorological conditions prevailed at the time.
According to the flight instructor of N400AZ, he and his student landed and came to rest on the runway centerline approximately 1,000 feet past the threshold. While the instructor was speaking with the air boss and waiting for ground personnel, the glider was struck from behind by N342BA. Both occupants of N400AZ exited without injury. The glider sustained substantial damage to its right wing, fuselage, and empennage. The instructor reported no preimpact mechanical malfunctions.
The flight instructor of N342BA reported that he and his student landed just beyond the displaced threshold markers. Despite applying maximum braking, they could not stop before impacting N400AZ. The instructor noted that he had both hands on the controls and brake lever and could not use the radio to alert the other glider. After impact, N342BA came to rest on the runway, and both occupants egressed without incident. Substantial damage was incurred to its left wing and fuselage. No preimpact mechanical issues were reported.
Airport and Weather
Roosevelt Memorial Airport has a single runway designated 18/36, measuring 5,004 feet long and 75 feet wide, constructed of asphalt and noted as being in good condition. The airport is not tower-controlled.
Weather recorded at LaGrange-Callaway Airport (LGC), approximately 19 miles west of the accident site, at 1415 showed wind from 260 degrees at 7 knots. About an hour and a half earlier, wind was from 280 degrees at 4 knots, providing a quartering headwind. Both flight instructors reported that during their traffic pattern, the wind changed from a quartering headwind to a quartering tailwind. The airboss confirmed that the wind shifted to a tailwind for landings on runway 36.
Sequence of Events
The airboss reported that after the first glider landed and was preparing for an aerotow launch, he discussed the wind shift with its instructor. He then observed the second glider turn from base to final and land prior to the runway numbers. As the landing glider continued its approach toward the glider positioned on the runway, the airboss realized at less than 300 feet that it would not slow down in time. The landing glider moved to the right of the centerline to avoid a collision, but its left wing struck the glider on the runway.
Procedures and Regulations
According to the Civil Air Patrol's chief of safety, both gliders were equipped with radios and were in use. Standard procedures specified that gliders use runway 36 and stage in the grass on the west side of the runway, south of the southernmost taxiway. Gliders were to land short of that taxiway and push off into the grass; if they landed past it, they would be towed or pushed back. The procedure stated that "at no time [would] there be an aircraft on the runway when an aircraft [was] landing."
Title 14 Code of Federal Regulations Section 91.113 outlines right-of-way rules, stating that aircraft on final approach or landing have the right-of-way over other aircraft on the surface, but they shall not force another aircraft off the runway that has already landed and is attempting to make way. Additionally, the Glider Flying Handbook (FAA-H-8083-13A) advises that after landing, pilots should move or taxi the glider clear of all runways and choose a parking spot that does not inconvenience other airport users.