Accident Overview
On October 20, 2014, about 1220 eastern daylight time, a Nimbus glider (registration C-FTSI) and a Piper PA-25-235 (registration N8514L) operated by Sugarbush Soaring Association, Inc., were substantially damaged when they collided on the runway following an aborted glider-tow flight at the Warren-Sugarbush Airport (0B7), Warren, Vermont. Visual meteorological conditions prevailed and no flight plan was filed for either aircraft. The commercial pilot in the airplane and the glider pilot were not injured.
Sequence of Events
According to the tow plane pilot, during the takeoff roll with the glider in tow, he noticed fuel spraying on the windscreen. He estimated that the airplane had used about 40 percent of the runway and was still on the ground, and that enough runway remained for both aircraft to abort the takeoff. He announced his intention over the radio and turned the airplane to the right to clear the runway for the glider behind.
The glider pilot reported that when the takeoff was aborted, he also turned to the right but was unable to clear the tow plane in front of him, as it turned into the glider's path. The glider overtook the tow plane, and its left wing passed through the propeller arc while the tail section collided with the airplane's right wing, separating from the glider.
Pilot Information
The tow plane pilot held a commercial pilot certificate with ratings for glider, airplane single-engine land and sea, multiengine land, and instrument airplane. His most recent FAA third class medical certificate was issued April 21, 2014. He reported 5,705 total hours of flight experience, of which 600 hours were in the accident airplane make and model.
The glider pilot held Canadian glider-pilot and medical certificates. He estimated 1,000 total hours of flight experience, all in gliders, and 482 hours in the accident glider make and model.
Weather and Damage
The 1251 weather observation at Montpelier, Vermont (MPV), 13 miles east of 0B7, included an overcast layer at 8,500 feet, 10 miles visibility, and variable winds at 4 knots.
Examination of photographs and written descriptions revealed the tail section was separated from the glider, and propeller slash marks were visible in the left wing. The right wing tip of the tow plane was visibly damaged, and a mechanic reported visible damage to the right wing spar.
Additional Findings
Both pilots reported no mechanical anomalies with either airplane that would have precluded normal operation. They also stated that they had not discussed aborted takeoff procedures prior to the flight. The tow plane pilot reported that fuel spilled during servicing, not a fuel leak, was the source of the spray on the windscreen.