Rifle, CO, USA
N249SD
HPH SPOL SRO GLASFLUGEL 304 MS
As the pilot maneuvered the glider in the airport traffic pattern, he radioed that he experienced a heavy sink rate. Shortly thereafter, the glider impacted the ground on airport property. Airport and weather surveillance cameras recorded blowing dust indicating gusting wind. Further meteorological reports supported the possibility of wind speeds up to 67 knots due to a downdraft, outflow boundary, or gust front. Airport surveillance video showed the glider descend in a left wing low, nose low attitude before it struck the ground. About the same time a dust cloud was seen on the video travelling the same direction as the glider, indicating a tailwind. Postaccident examination of the glider did not reveal any mechanical malfunctions or failures that would have precluded normal operation. The examination also revealed that the glider’s retractable engine was stowed within the aft fuselage and was not available to enhance the glider’s climb capability. The accident occurred at the end of a flight that exceeded 5 hours in duration, and it is unknown if the pilot had access to or had received updated weather information during the flight. The terminal area forecast before departure did not indicate a chance of precipitation or rain showers for the accident site. However, about 4 hours before the accident it was updated to include the potential for convective activity. Based on the available evidence, the glider entered an area with weather conditions that included downdrafts and wind gusts, that the pilot could not overcome before the glider impacted the ground.
HISTORY OF FLIGHTOn June 9, 2022, at 1737 mountain daylight time, a HPH SPOL SRO Glasflugel 304MS powered glider, N249SD, was destroyed when it was involved in an accident at the Rifle Garfield County Airport (RIL), Rifle, Colorado. The pilot was fatally injured. The glider was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to automatic dependent surveillance – broadcast (ADS-B) flight tracking the flight originated about 1200 from RIL. The glider proceeded in a generally westward direction for about 160 miles before turning back eastward. At 1712, the glider was about 45 miles north of RIL at 14,300 ft mean sea level (msl), when it turned to the south toward RIL. At 1735, the glider was about 2 miles west of RIL at 7,600 ft msl when it began a left turn onto a downwind traffic pattern leg for runway 26. The published field elevation for RIL was 5,337 ft msl. When the glider was on the downwind leg, about abeam the midfield location, it began descending rapidly. The descent rate during the last 47 seconds of the flight was calculated to be more than 1,600 ft/min. The RIL airport was an uncontrolled airport and communications were conducted on a common traffic advisory frequency (CTAF). CTAF at RIL was recorded and copies of the communications were provided for the investigation. On the recording, the pilot of the accident glider reported “heavy sink going for left downwind two six”. There was no time index on the CTAF recording provided. A video surveillance recording from RIL captured the accident. The camera was positioned about 1,000 ft east and 400 ft north of the runway 26 approach threshold. The camera was positioned to capture the approach end of runway 26 with the center of the view oriented about 150 degrees magnetic. In the video, the glider can be seen descending in a left-wing-low attitude and striking the ground at time index 1737:49. During this portion of the flight, the glider appeared to travel in a northeasterly direction consistent with the ADS-B track data. About the time the glider descended, a dust cloud appeared in the background travelling in the same direction as the glider, consistent with a strong tailwind. The surveillance video provided showed virga forming in the clouds above the airport about 12 minutes after the accident. The 1753 surface weather observation at RIL recorded wind from 290° at 5 kts, gusting to 16 kts. The remarks section of the observation noted a peak wind from 190° at 43 kts, which occurred at 1739. Weather radar animations showed a dissipating rain shower cell move from west to east-southeast across the area along with areas of virga noted in the airport surveillance and Federal Aviation Administration (FAA) weather camera imagery. Airport surveillance and FAA weather surveillance video both showed blowing dust from 1735 to 1739 across the airport, indicative of strong winds. The upper air sounding for the area indicated the potential for surface wind speeds up to 67 knots due to a downdraft, outflow boundary, or gust front. The RIL terminal area forecast before departure did not indicate a chance of precipitation or rain showers for the accident site. However, by 1358 it was updated to include the potential for convective activity at RIL through 1800. It is unknown if the accident pilot had access to updated weather information during the accident flight. AIRCRAFT INFORMATIONThe accident glider was a single-seat, mid-wing glider with an engine and propeller combination that could be retracted into the fuselage. The engine provided the glider with self-launch capability. The glider had a wingspan of 59 ft, and a gross weight of 1,320 lbs. The glider was registered to the pilot. The operating limitations for the glider listed a requirement that it undergo a condition inspection within the preceding 12 months. During the investigation, maintenance records for the glider were not available. AIRPORT INFORMATIONThe accident glider was a single-seat, mid-wing glider with an engine and propeller combination that could be retracted into the fuselage. The engine provided the glider with self-launch capability. The glider had a wingspan of 59 ft, and a gross weight of 1,320 lbs. The glider was registered to the pilot. The operating limitations for the glider listed a requirement that it undergo a condition inspection within the preceding 12 months. During the investigation, maintenance records for the glider were not available. WRECKAGE AND IMPACT INFORMATIONThe accident site was located on airport property about 1,000 ft and 140° from the approach end of runway 26. The distance and direction from the initial impact point to the main wreckage was about 170 ft and 10°, consistent with a left base leg for the airport traffic pattern. The forward fuselage exhibited extensive crushing damage. The tail surfaces were separated from the fuselage and located in the immediate vicinity of the main wreckage. The right wing was predominately intact with little damage except for separation of the outboard removable wing panel, which was found next to the wing. The left-wing root structure remained attached to the fuselage. The left wing was separated from the root section about 2 ft outboard of the fuselage and was found inverted next to the fuselage. The inboard structure exhibited delamination due to impact. The outboard removable panel was separated and found in the vicinity of the main wreckage. The horizontal tail was separated from the fin and broken about mid-span. The right elevator was still attached, and the left was separated and found in the vicinity of the main wreckage. The fuselage was broken at the leading edge of the vertical tail. The rudder was intact and still attached. Postaccident examination of the glider and its control system did not reveal any preimpact failures or malfunctions that would have precluded normal operation. MEDICAL AND PATHOLOGICAL INFORMATIONOn June 10, 2022, an autopsy was performed on behalf of the Garfield County Coroner’s Office, Silt, Colorado. The cause of death was listed as multiple blunt force injuries. Toxicology testing performed by the FAA Civil Aerospace Medical Institute was negative for substances in the screening profile.
The glider’s encounter with gusting tailwind and downdraft conditions that the pilot was unable to overcome.
Source: NTSB Aviation Accident Database
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