The Beech 95-B55 was inbound to the airport in LaGrange, Ga., conducting an instrument approach in visual meteorological conditions, when the pilot announced its position over the airport’s common traffic advisory frequency (CTAF). Witnesses described the airplane’s approach as fast and stated that it never touched down.
The engines then rapidly accelerated to full power before the plane pitched up into a steep climb, banked left, rolled inverted, and struck the ground in a nearly vertical nose-down attitude, about 3,600 feet down the 5,599-foot-long runway. All three aboard were killed.
Throughout the morning of the accident, glider operations were being conducted on an intersecting runway. As the plane floated down the runway, witnesses observed a tow plane accelerating down the intersecting runway with a glider in tow.
The tow plane pilot then announced over the CTAF: “Abort abort abort.” The glider was then released from the tow plane and landed undamaged on the runway prior to the intersection of the two runways, while the tow plane crossed over the intersecting runway before taxiing back to the ramp.
According to witnesses, neither the glider nor tow plane appeared to be in immediate conflict with the airplane just before the accident, noting the pilot could have safely continued the landing.
Additionally, the three pilots onboard the airplane had flown into the airport earlier in the day and were aware of the glider operations being conducted on the other runway.
However, the pilot’s observed reaction, as evidenced by the sudden application of full engine power followed by the airplane’s abrupt increase in both pitch attitude and bank angle, suggest that he may have been surprised by the appearance of the glider and tow plane in his field of vision and perceived an imminent collision.
The FAA airport manual contained advisories for glider operations at the airport. Examination of the airport rules and regulations, published on the airport website, revealed that a local notice to airmen (NOTAM) was required to be filed prior to the conduct of glider operations.
Additionally, a “spotter” was prescribed to be used during glider operations, positioned in a location from which the entire length of the intersecting runway could be viewed, in order to avoid conflicts with other aircraft.
According to the airport rules and regulations, the tow plane and glider were prohibited from taking off without approval from the spotter.
On the day of the accident, no NOTAM had been filed regarding the day’s glider operations, nor was a spotter being used.
Interviews with the glider operator revealed a widespread lack of knowledge regarding these published rules.
Furthermore, while airport management was aware of the rules with regard to glider operations, there was no method in place to ensure compliance with the published risk management practices.
The NTSB determined the probable cause as the pilot’s overreaction to a perceived conflict with a tow plane and glider on an intersecting runway, which resulted in a loss of control during an attempted aborted landing. Contributing to the accident was the failure of the glider tow operator to follow and the airport operator to ensure compliance with published airport rules and regulations for glider tow operations.
NTSB Identification: ERA14FA128
This February 2014 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
The docket is very interesting. While the pilot of the glider said in his official statement that he had transmitted Cessna xxxx departing rwy yy with glider in tow, at least two individuals who witnessed the event said they heard no such transmission. They and others also said the glider group made up of CAP cadets and adults made excessive numbers of radio transmissions on th CTAF all day prior to the tragedy. Thet described it as ‘constant chatter’. Whatever happened, it was sad.
Tragedy, I don’t know what I would have done in the same situation, probably the same thing. That or attempt to eat the glider for lunch like a wayward duck or summer vulture.
I had a similar situation in Florida at LNA, sometimes home to the Goodyear Blimp. The blimp chase crew have a truck that they use to get to and from the blimp landing zone. One day they just enter the active runway with no radio call or notice while I am on final ready to touch down. Gave me a good scare, but I did not go around, I was already committed to the landing. Filed a NASA safety report and made a phone call. Never heard back anything.
P.S. LNA is uncontrolled field CTAF only.
Interesting, I have only once flown into an airport that, unknown to me at the time, was home to a very active glider group. I was VFR and called CTAF about 15 miles out ( Mooney driver ) to state my intentions. There were other aircraft on the freq and all was well, so I thought. I made position reports as std ops, just prior to mid field, overhead in order to enter down wind on the 45 I spotted another aircraft in front of me that had made no announcements. This was Vermont, I am from the west coast. I figured he did not have a radio, made an evasive turn.
Some one jokingly said on freq , “Hey Mooney, did you spot that glider tow ? “.
I replied in the affirmative and asked if he had a radio. At the tow’s next turn he did announce his position.
That was my one touch and go to check Vermont off my been there done that list. On my departure joker came back on freq and said I should come back some time when I had more time.
Great Attitude A HOLES
It is sometimes hard to know exactly what to do when somebody is doing something on a crossing runway. Maybe the tow plane did not announce intent or the Beech pilot did not hear the tow plane. Not a good scenerio(sp).
My observation over the past 15 years as a GA pilot flying into the accident airport is as follows The glider operation at LGC has been vigilant about announced departures with “Pawnee departing runway– glider in tow . On the day of the accident the pilot of the tow plane was heard on radio to announce his intentions prior to departure. While a number of non electrical no radio aircraft do fly in and out of the airport. Most everyone here has at one time or another observed a conflict with crossing runways at LGC! Especially when the wind favors the shortest Runway and faster heavier traffic continues to land crosswind on the longer runway. Another footnote is that the glider clubs in most locations , I have observed,is membership where there is a long aviation history and experience.
“Contributing to the accident was the failure of the glider tow operator to follow and the airport operator to ensure compliance with published airport rules and regulations for glider tow operations.”
Same ole story: “Buy ’em books and they eat the covers”