GREGORY, MI, USA
N4804W
Schleicher ASW-20L
The pilot reported that he identified a problem with his pitch control while on initial climb on aero-tow. The pilot released from the tow-plane at approximately 1000-feet above ground level on a downwind departure. The pilot maneuvered the glider back to the airport, but landed at a higher than normal airspeed and rate of descent. Post-accident investigation failed to reveal any anomalies with the glider or its control systems that could be associated with a preexisting condition. In subsequent interviews with the pilot it was identified that he was wearing a seat-type parachute. In a discussion with a distributor of the accident glider make and model, it was noted that a larger person wearing a seat-type parachute could interfere with the motion of the control stick in the cockpit. According to Federal Aviation Administration records, the pilot reported his height and weight, at his last medical examination, as 70-inches and 230-pounds respectively. The pilot reported that he had three hours in the accident glider make and model prior to the accident.
On July 4, 2000, at 1250 eastern daylight time, a Schleicher ASW-20L glider, N4804W, piloted by a private pilot, sustained substantial damage during a hard landing on runway 18 (2,450 feet by 100 feet, dry/turf) at the Richmond Field Airport (69G), Gregory, Michigan. Visual metrological conditions prevailed at the time of the accident. The personal flight was operating under the provisions of 14 CFR Part 91 and was not on a flight plan. The pilot, the sole occupant, reported serious injuries. The flight had departed just prior to the accident. According to the pilot, while flying the aero-tow he noticed that his pitch control was diminished and that the elevator control inputs were unresponsive. The pilot reported that he stayed on the aero-tow but was unable to remain clear of the tow-plane's propeller wash, and subsequently decided to release from the tow-plane, at approximately 1,000 feet above ground level (agl), on a downwind departure. The pilot stated, "I planned a buttonhook approach landing to the southeast to use the diagonal aspect of the airport (it's grass) and give me maximum length. As I turned final, the airspeed had built up to approximately 95 knots. I deployed the spoilers briefly in an effort to slow down, but found they increased my downward descent vector dramatically with a less pronounced decrease in forward speed. I decided to compromise and leave them out about two inches. At this point I decided to see what would happen if I simply let go off [of] the stick. It seemed to have no effect. I decided to wait until the last moment and then give it a good pull to try and slow myself. I did so and there was some response. I would estimate I hit the ground between 65-70 knots at a steep rate of descent." The pilot reported that he had three hours in the accident glider make and model prior to the accident. Witnesses to the accident stated that the aircraft approached the airport at a high decent rate without any extended high-drag devices. The witnesses described the landing as hard, and that the aircraft then bounced back into the air, approximately 50 feet agl, followed by a full-stop landing. Post-accident investigation failed to reveal any anomalies with the glider or its control systems that would have precluded the normal operation of the glider. In subsequent interviews with the pilot it was identified that he was wearing a seat-type parachute. In a discussion with a distributor of the accident glider make and model, it was noted that a larger person wearing a seat-type parachute could interfere with the motion of the control stick in the cockpit. According to Federal Aviation Administration records, the pilot reported his height and weight, at his last medical examination, as 70-inches and 230-pounds respectively.
the control stick movement being restricted by the pilot's seat-type parachute and the excessive descent rate and airspeed during landing. A factor to the accident was the pilot's lack of familiarity with the aircraft.
Source: NTSB Aviation Accident Database
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