Event LAX00LA240

On June 23, 2000, at 1315 hours Pacific daylight time, a Schweizer SGS 1-26C, N2792Z, impacted terrain while on approach for landing at the Mountain Valley Airport, Tehachapi, California. The glider, owned and operated by the pilot under the provisions of 14 CFR Part 91, sustained substantial damage. The commercial glider pilot received fatal injuries. Visual meteorological conditions existed for the personal flight. A flight plan had not been filed. The local area soaring flight had departed from the Mountain Valley Airport at an unknown time on the day of the accident. A deputy from the Kern County Sheriff's department interviewed a witness to the accident. The witness observed the glider make a right turn from downwind to base and continue in a descending 360-degree turn until it impacted the ground. According to the airport manager, the glider had been delivered to the airport on June 6 or 7, 2000. The owner was observed to have reassembled the glider, and it had not been disassembled since that date. The airport manager indicated that the pilot soared at least once a week, if not more. Two days prior to the accident the pilot had told the owner he had had a "good flight."

METEOROLOGICAL INFORMATION

A Safety Board investigator interviewed the airport manager, a certified weather observer for the National Oceanic and Atmospheric Administration (NOAA). She stated that weather is recorded once a day at 1600. She surveyed the weather at 1315 the day of the accident, and reported that it was approximately 82 degrees Fahrenheit; winds were from 260 degrees at 12 knots; and the cloud layer was scattered at 14,000 feet.

PERSONNEL INFORMATION

Personal flight logs were unavailable for review by the Safety Board investigator. Review of the Federal Aviation Administration (FAA) Airman Certification records by a Safety Board investigator revealed that the pilot held a commercial certificate with ratings for airplane single engine land and instrument that was issued on July 24, 1966. He also held a rating for glider privileges issued on November 26, 1965. The pilot was issued an Airframe and Power plant certificate on August 22, 1979. A review of the FAA Medical Certification records revealed that the pilot held a third-class medical certificate issued on June 6, 1995, with limitations for vision. He also held a waiver, #AODO8425, for vision. At that time he reported he had accrued 6,000 hours total time, with 50 hours in the past 6 months.

MEDICAL AND PATHOLOGICAL INFORMATION

According to the Kern County Sheriff's Department Coroner, an external autopsy was conducted on June 26, 2000. The pilot had a signed letter for no autopsy and a do not resuscitate order. A toxicology examination was not conducted.

WRECKAGE AND IMPACT INFORMATION

A deputy from the Kern County Sheriff's department noted that all the glider components were found in the wreckage distribution area. Browne Aircraft Services, Tehachapi, recovered the glider on the day of the accident. An FAA inspector examined the glider at their facilities on June 26, 2000. Flight control continuity was established from the control stick to the left wing, and to the elevator and rudder. One-third of the right wing separated from the wing structure. Control continuity of the outboard portion of the right wing from the aileron to the separated control tube was established. The FAA inspector noted that the shoulder harness stitching at the "Y" point failed. He stated that the cross tube member used to retain the shoulder harness was bent, but not broken. No further discrepancies were noted with the glider. The glider was observed to continue in a 360-degree turn until it impacted the ground after it made the downwind to base turn for landing. A witness reported having a conversation with the pilot 2 days prior to the accident. The pilot stated to the witness that the flight had gone well and there were no problems noted with the glider. An inspection of the glider was conducted. Control continuity was established from the control stick in the cockpit to the left aileron, rudder, and elevator. One-third of the right wing separated from the wing structure. Control continuity of the outboard portion of the right wing from the aileron to the separated control tube was established. No further discrepancies were noted. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12