CEN16LA007

The pilot of the glider received a tow to altitude about 1430; about 30 minutes later, the glider was seen maneuvering between 3,000 and 4,000 ft several miles from the airport. When the glider did not return by sunset (civil twilight was 1926), it was reported missing, and the wreckage was subsequently located near the approach end of the runway several hours later. During postaccident examination, no preimpact anomalies with the glider were noted. The elevator trim was displaced, consistent with a nose-up trim setting or for slow airspeed. Impact damage, the orientation of the wreckage, and ground scar signatures were consistent with the glider being in a stall/spin before impact, on an approximate downwind-to-base leg of the traffic pattern. While the time of the accident is unknown, wind averaging about 12 knots with gusts to 18 knots, existed at the airport until about 1755. An autopsy found no evidence of medical impairment of the pilot. Although toxicological testing was positive for two medications that the pilot had previously reported to the Federal Aviation Administration, the presence of the medication was deemed not to pose a hazard to flight safety. The circumstances of the accident were consistent with the pilot's failure to maintain adequate airspeed and angle-of-attack as the glider turned from the downwind to the base leg of the traffic pattern, and the glider's subsequent stall/spin. It is possible that the gusting wind may have contributed to the pilot's failure to maintain control of the glider.

The glider, was an single-seat, amateur built Maupin Woodstock I glider built in 1999. It operated under a special airworthiness certificate as an amateur built aircraft. The pilot purchased the glider in July 2005. The glider's log books were not recovered during the course of the investigation and the glider's history could not be determined. Decatur Municipal Airport is located about 2 miles north of Decatur, Texas. It is serviced by a single 4,200 ft by 60 ft asphalt runway aligned 17/35. Runway 17 has a 2-light precision approach path indicator aligned with a 3.5° glide path. The airport has a lighted windsock to the east of the runway's midpoint. The glider traffic pattern is on the west side of the airport. The airport is non-towered, and pilots would use the common traffic advisory frequency. The tow pilot told the FAA inspectors that the pilot did not have a radio on-board his glider during the tow. On October 11, 2015, at an undetermined time, an experimental Woodstock I glider, N21468, impacted terrain near the Decatur Municipal Airport (KLUD), Decatur, Texas. The pilot was fatally injured and the glider was substantially damaged. The glider was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The local flight originated from KLUD about 1430. According to a member of a local glider flying club, the pilot was towed by an airplane about 1430. Another member of the club saw the glider maneuvering between 3,000 and 4,000 feet mean sea level several miles from the airport between 1430 and 1500. At sunset, the pilot was unaccounted for and the flying club reported the glider missing. The wreckage of the glider was found about 2030 near the approach end of runway 17. There were no known witnesses to the accident. An autopsy was performed on the pilot by the Southwestern Institute of Forensic Sciences, Dallas, Texas, as authorized by the Justice of the Peace, Precinct 2, Wise Country, Texas. The cause of death was as a result of blunt force injuries. The manner of death was ruled an accident. Forensic toxicology was performed on specimens from the pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. Tests were negative for carbon monoxide and ethanol. The following substances were detected: Atorvastatin detected in Liver Atorvastatin detected in Blood (Cavity) Metoprolol detected in Liver Metoprolol detected in Blood (Femoral) Atorvastatin is a prescription medication used to reduce high cholesterol and triglyceride levels. It reduces the risk of chest pain, stroke, heart attack, or certain heart and blood vessel problems. Metoprolol is a prescription medication used alone or in combination with other medications to treat high blood pressure. It also is used to prevent angina (chest pain) and to improve survival after a heartattack. Metoprolol is also used in combination with other medications to treat heart failure. The pilot reported to the FAA the use of both atorvastatin and metoprolol. He received a special issuance second class medical that had since expired. To pilot a glider, a valid medical certificate is not required. A review of metrological information found that a wind primarily out of the south from when the glider departed until civil twilight. An automated weather reporting facility at the airport reported the following wind: Local time, wind direction, wind velocity 1535, 210°, 13 knots (kts) gusting to 21 kts. 1615, 180°, 14 kts gusting to 18 kts. 1635, 180°, 14 kts gusting to 20 kts. 1655, 190°, 12 kts gusting to 18 kts. 1715, 200°, 13 kts gusting to 17 kts. 1735, 190°, 12 kts gusting to 18 kts. 1755, 190°, 12 kts. 1816, 200°, 9 kts. 1855, 180°, 8 kts. 1915, 170°, 6 kts. 1935, 160°, 7 kts. Civil twilight began at 1926 and the glider was not equipped with lighting required for night operations. The pilot, age 70, held a private pilot certificate with a glider rating and a commercial pilot certificate with airplane single engine land, airplane single engine sea, airplane multi-engine land, and instrument airplane ratings. He also held a flight instructor certificate for airplane single engine and instrument airplane which expired May 31, 1992. On May 6, 2008, he received a second class special issuance medical certificate. On his application for the medical certificate, he reported 1,030 hours of total time with 0 hours logged in the preceding six months. His log books were not recovered during the course of the investigation, and the pilot's current total time is not known. Inspectors from the Federal Aviation Administration (FAA) Flight Standards District Office responded to the accident site. The main wreckage consisted of the entire glider with only one impact crater which the wreckage rested upon. It came to rest facing a northerly heading. The nose and belly portions of the fuselage were shattered. Both wing leadings edges showed minor damage. A wingtip counterweight was found at least 50 ft from the accident site. The elevator trim was set to an unmeasured nose up position. An examination of the glider did not find any preimpact anomalies with the glider that would have precluded normal operations.