Enumclaw, WA, USA
N410JP
TeST TST-10 M
The accident aircraft departed the airport under power approximately 3 hours prior to the accident. Shortly after returning to the traffic pattern for landing, witnesses observed the aircraft enter a downwind for landing to the east. A witness reported that the pilot's downwind leg appeared normal, however, the base leg to final turn was close to the runway end resulting in a higher than normal glide path to final. Shortly after crossing the landing threshold, the glider pitched up, in conjunction with the speed brakes retracting, and the pilot initiated a turn to the right (south). The pilot rolled to a wings level attitude momentarily before entering a turn to the left. As the aircraft turned to the left, it pitched to a nose-low attitude and impacted terrain. The accident flight was the pilot's first solo landing approach to the accident airport.
HISTORY OF FLIGHT On June 20, 2004, about 1748 Pacific daylight time, a TeST TST-10 M glider, N410JP, impacted terrain and was destroyed while maneuvering for landing at Bergseth Field Airport near Enumclaw, Washington. The self-launching, single-seat sailplane was registered to the pilot and was being operated as a visual flight rules (VFR) flight under the provisions of 14 CFR, Part 91 when the accident occurred. Visual meteorological condition prevailed at the time of the accident and no flight plan was filed for the local flight. The private pilot/registered owner was fatally injured in the accident. The flight originated from Bergseth Field approximately 3 hours and 10 minutes prior to the accident. The accident aircraft departed Bergseth under power at 1430. About 1740 witnesses observed the aircraft enter a downwind for landing to the east (runway 10). A witness reported that the pilot's downwind leg appeared normal, however, the base leg to final turn was close to the runway end resulting in a higher than normal glide path to final. Shortly after crossing the landing threshold, the glider pitched up in conjunction with the speed brakes retracting and the pilot initiated a turn to the right (south). The pilot rolled to a wings level attitude momentarily before entering a turn to the left. As the aircraft turned to the left, it pitched to a nose-low attitude and impacted terrain. The accident flight was the pilot's first solo landing approach at Bergseth in the TeST TST-10 M. On the morning of June 20, the accident pilot participated in an orientation flight with a local instructor pilot in a Blanik L13 2-place glider. Flight records indicated the duration of flight was approximately 17 minutes. In a written statement, submitted after the accident, the instructor pilot stated the accident pilot's skill level was "very high" and he exercised good judgment during the orientation flight. PERSONNEL INFORMATION A review of Federal Aviation Administration (FAA) airman records revealed the pilot held a private pilot certificate with a glider rating. The certificate was issued on March 25, 2000. No personal flight records were located for the pilot and the aeronautical experience listed in this report was obtained from a review of the Washington State pilot registration records. The records indicated the pilot's total flight experience, as of August 2003, was 104 hours. The pilot completed a flight review on February 7, 2004. AIRCRAFT INFORMATION The accident aircraft, a TEST TST-10 M (serial number 10010503), was manufactured in the Czech Republic and imported to the United States. The self-launching, single-place sailplane was issued a FAA experimental exhibition airworthiness certificate on March 6, 2004. The sailplane was equipped with a Rotax 447, two cylinder, 2-stroke retractable engine. The sailplane was equipped with a Junkers Magnum ballistic parachute system. AIRPORT INFORMATION Bergseth Field (WN76) is a privately owned airport located 4 miles northeast of Enumclaw, Washington. The airport elevation is approximately 1,100 feet above sea level. The airport has a single turf runway (10/28), which is 2,100 feet long and 60 feet wide. Trees and rising terrain border the airport to the east. WRECKAGE AND IMPACT INFORMATION Personnel from the National Transportation Safety Board accessed the wreckage site on the afternoon of June 20, 2004. The wreckage was located on the southwest side of the airport at 47 degrees 14.55 minutes' north latitude and 121 degrees 55.41 minutes' west longitude. The elevation of the wreckage site was approximately 1,100 feet above sea level. The wreckage came to rest in an open field south of the landing runway. A large divot type ground scar was noted approximately 3 feet southwest of the main wreckage. The ground scar was approximately 2 feet in length and similar in shape to the nose section of the aircraft. The wreckage was oriented on a southwesterly heading resting in the upright position. The forward section of the aircraft, to include the cockpit canopy, instrument panel, cockpit controls and pilot seat, sustained extensive impact related damage. Ground impact type damage was noted to the leading edge of the right wing just inboard of the winglet. Impact related damage was also noted to the right aileron, however it remained attached to the wing assembly. The right wing speed brake was intact and observed in the partially extended position. The right wing was intact and remained attached to the fuselage. Minimal damage was noted to the aileron assembly, speed brake assembly and winglet. The speed brake was observed in the fully extended position. The Rotax engine was observed in the retracted position. Impact related damage was observed to the engine doors, pylon and mounting assemblies. The two bladed wooden propeller remained attach to the hub assembly and was rotated to the stowed position. Tip damage was observed to blade "A". No damage was noted to blade "B". The empennage was buckled behind the wing assembly (just aft of the engine compartment) and was bent upward approximately 35 degrees. The T-Tail assembly had separated from the empennage tube, but was still attached to the control linkage. All fixed and moveable flight control surfaces remained attached in their respective positions. The ballistic parachute was located in the installed position behind the pilot seat. The activation T-handle was intact and unlocked. Control cable continuity was established between the activation T-handle and parachute assembly. Continuity was established for the flight controls and cockpit controls. All aircraft components were located in the immediate area of the main wreckage. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was conducted by the King County Medical Examiner's Office on June 21. According to the autopsy report, the pilot's cause of death was attributed to multiple blunt force injuries of the head, trunk and extremities. The manner of death was listed as accidental. The FAA Civil Aeromedical Institute (CAMI), Oklahoma City, Oklahoma, performed toxicological testing of specimens of the pilot. According to the postmortem toxicology report, results were negative for carbon monoxide, cyanide, and ethanol, however the report contained the following positive results: Chlorpheniramine was detected in the liver and urine; Tetrahydrocannabinol (Marihuana) was detected in the blood; Tetrahydrocannabinol Carboxylic Acid (Marihuana) was detected in the liver and blood. Refer to the attached toxicology report for specific values. ADDITIONAL DATA AND INFORMATION On June 22, 2004, the airplane wreckage and associated components were released to PAC Northwest, Redmond, Washington.
Aircraft control not maintained while maneuvering for landing. A proper glidepath was not maintained was a factor.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
