History of Flight
On August 5, 2018, about 1500 eastern daylight time, a Schweizer SGS 2-33A glider, N2832H, was substantially damaged when it impacted trees shortly after takeoff from Harford County Airport (0W3), Churchville, Maryland. The flight instructor and passenger were not injured. The tow plane, a Bellanca/American Champion Scout 8GCBC, N88059, was undamaged and the commercial pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight, which was operated under Title 14 Code of Federal Regulations Part 91.
According to the glider flight instructor, during the takeoff attempt the tow airplane became airborne about 100 ft later than on earlier flights that day. When it became apparent that they might not clear trees located about 1,300 ft off the departure end of the runway, he released from the tow airplane, made a right turn to avoid the tree line, and executed a forced landing in a nearby field. He had completed about 130° to 150° of the turn when the left wing impacted trees.
The pilot of the tow airplane reported that the weather conditions were "the worst humidity and heat and slowest rate of flying" and the takeoff roll was long. He stated that they would normally have used a sod runway oriented into the wind and longer, but it was water logged, so they were using the grass area paralleling the southern edge of runway 28, taking off and landing in a westerly direction. That area was uphill, shorter, and had some wet areas. He estimated the glider would clear the trees by 20 ft, but then felt the glider drop off and looked back to see it turning toward an open field. He reported no mechanical malfunctions or failures with the tow airplane and no problems during subsequent flights.
Personnel Information
The flight instructor held a commercial pilot certificate with ratings for airplane single and multi-engine land and sea, instrument airplane, and glider, and a flight instructor certificate with a glider rating. His most recent FAA second-class medical certificate was issued July 2017. He reported 5,100 total hours of flight experience, with 975 hours in gliders.
The tow plane pilot held a commercial pilot certificate with ratings for airplane single engine land, instrument airplane, rotorcraft-helicopter, and glider.
Meteorological Information
At 1445, the reported weather at Martin State Airport (MTN), about 17 nautical miles southwest of the accident site, included clear skies, 10 miles visibility, and wind from 160° magnetic at 8 knots. The temperature was 32° C, the dew point was 24° C, and the altimeter setting was 30.16 inches of mercury.
At 1451, the reported weather at New Castle Airport (ILG), about 35 miles east of the accident site, included clear skies, 10 miles visibility, and wind from 160° magnetic at 8 knots. The temperature was 32°C, the dew point was 21°C, and the altimeter setting was 30.14 inches of mercury.
The calculated density altitude at the time of takeoff was about 2,500 feet.
According to an FAA Icing Probability Chart, the atmospheric conditions at the time were "conducive to icing at glide [idle] power."
Wreckage and Impact Information
Examination of the wreckage by an FAA inspector revealed that the glider was substantially damaged. The left wing displayed damage consistent with tree impact. The rear portion of the fuselage was fractured just aft of the trailing edge of the wing and rested 90° to the right of the longitudinal centerline of the forward fuselage. The left wing leading edge was impact-damaged in multiple areas.
Additional Information
The Civil Aviation Authority of the United Kingdom published Safety Sense Leaflet 7C, "Aeroplane Performance," which cautioned that operating from poor surfaces often results in accidents and provided variables affecting performance. Among these factors were a 30% increase in takeoff distance on wet grass runways, a 10% increase with a 2% upslope, and a 20% increase with a tailwind component of 10% of lift-off speed.
FAA Pamphlet FAA-P-8740-2, Density Altitude, notes that reduced air density adversely affects aerodynamic performance and engine horsepower output, increasing takeoff distance, reducing rate of climb, and affecting landing distance.
The Glider Flying Handbook (FAA, 2013, p 7-3) states that "normal takeoffs are made into the wind."
The operator's standard operating procedures indicated that "normal sailplane traffic patterns will be into the prevailing winds" and that "no take-offs or landings are to be made against the normal take-off direction, except in an emergency or for training purposes." The procedures also state that "the tow pilot and the glider PIC are both responsible for ensuring that sufficient take-off distance is available according to emergency release possibilities and the PIC's proficiency."