# NTSB ERA15LA022: Piper PA-25-235, N8514L, Warren, VT, October 20, 2014

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Limited investigation · Final report
- Date: October 20, 2014, 12:20 local (16:20 UTC)
- Place: Warren, VT
- Coordinates: 44.109722, -72.823608 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=44.1097&lon=-72.8236&mi=10
- Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping)
- Defining events: [Takeoff-rejected takeoff: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490); [Takeoff-rejected takeoff: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490)
- Highest injury: No injuries
- Injuries: 2 uninjured
- Status: Completed, report January 5, 2016
- Report: Approved by Office Director
- NTSB office: Eastern Region Aviation
- Parties: FAA/FSDO
- NTSB case key (mKey): 90280
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA15LA022
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/90280/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=90280
- Page: https://openairdocs.org/ntsb/ERA15LA022

## Probable cause (aircraft 1)

The glider pilot’s failure to avoid the tow plane after the aborted takeoff due to both pilots’ failure to review the aborted takeoff procedure before the flight, which led to both pilots turning right after the aborted takeoff.

## Probable cause (aircraft 2)

The glider pilot’s failure to avoid the tow plane after the aborted takeoff due to both pilots’ failure to review the aborted takeoff procedure before the flight, which led to both pilots turning right after the aborted takeoff.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot of other aircraft (probable cause), aircraft 1; cases with it: [Piper PA-25-235, 4 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=7102504), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md)
- [Planning/preparation: flight planning/navigation](https://openairdocs.org/ntsb-findings/02061025): Personnel issues › Task performance · Pilot (probable cause), aircraft 1; cases with it: [Piper PA-25-235, 2 cases](https://openairdocs.org/ntsb-findings/02061025/cases.md?model=7102504), [All aircraft, 179 cases](https://openairdocs.org/ntsb-findings/02061025/cases.md)
- [Planning/preparation: flight planning/navigation](https://openairdocs.org/ntsb-findings/02061025): Personnel issues › Task performance · Pilot of other aircraft (probable cause), aircraft 1; cases with it: [Piper PA-25-235, 2 cases](https://openairdocs.org/ntsb-findings/02061025/cases.md?model=7102504), [All aircraft, 179 cases](https://openairdocs.org/ntsb-findings/02061025/cases.md)
- [Use of equip/info: use of policy/procedure](https://openairdocs.org/ntsb-findings/02063032): Personnel issues › Task performance · Pilot (probable cause), aircraft 1; cases with it: [Piper PA-25-235, 2 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md?model=7102504), [All aircraft, 191 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md)
- [Use of equip/info: use of policy/procedure](https://openairdocs.org/ntsb-findings/02063032): Personnel issues › Task performance · Pilot of other aircraft (probable cause), aircraft 1; cases with it: [Piper PA-25-235, 2 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md?model=7102504), [All aircraft, 191 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md)
- [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause), aircraft 2; cases with it: [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md)
- [Planning/preparation: flight planning/navigation](https://openairdocs.org/ntsb-findings/02061025): Personnel issues › Task performance · Pilot (probable cause), aircraft 2; cases with it: [All aircraft, 179 cases](https://openairdocs.org/ntsb-findings/02061025/cases.md)
- [Planning/preparation: flight planning/navigation](https://openairdocs.org/ntsb-findings/02061025): Personnel issues › Task performance · Pilot of other aircraft (probable cause), aircraft 2; cases with it: [All aircraft, 179 cases](https://openairdocs.org/ntsb-findings/02061025/cases.md)
- [Use of equip/info: use of policy/procedure](https://openairdocs.org/ntsb-findings/02063032): Personnel issues › Task performance · Pilot (probable cause), aircraft 2; cases with it: [All aircraft, 191 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md)
- [Use of equip/info: use of policy/procedure](https://openairdocs.org/ntsb-findings/02063032): Personnel issues › Task performance · Pilot of other aircraft (probable cause), aircraft 2; cases with it: [All aircraft, 191 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Takeoff: Glider tow event](https://openairdocs.org/ntsb-events/510), aircraft 1; cases with it: [Piper PA-25-235, 5 cases](https://openairdocs.org/ntsb-events/510/sequence.md?model=7102504), [All aircraft, 45 cases](https://openairdocs.org/ntsb-events/510/sequence.md)
- [Takeoff-rejected takeoff: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490) (defining event), aircraft 1; cases with it: [Piper PA-25-235, 2 cases](https://openairdocs.org/ntsb-events/490/sequence.md?model=7102504), [All aircraft, 1,309 cases](https://openairdocs.org/ntsb-events/490/sequence.md)
- [Takeoff: Glider tow event](https://openairdocs.org/ntsb-events/510), aircraft 2; cases with it: [All aircraft, 45 cases](https://openairdocs.org/ntsb-events/510/sequence.md)
- [Takeoff-rejected takeoff: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490) (defining event), aircraft 2; cases with it: [All aircraft, 1,309 cases](https://openairdocs.org/ntsb-events/490/sequence.md)

## Analysis (aircraft 1)

A glider collided with a tow plane on the runway following an aborted glider-tow flight. The tow plane pilot said that, during the takeoff roll with the glider in tow, he noticed fuel spraying onto the windscreen. He estimated that the airplane was about 40 percent of the way down the runway, noted that it was still on the ground, and believed that sufficient runway remained for both aircraft to abort the takeoff, so he chose to abort the takeoff. When he aborted the tow, he announced his intention over the radio and turned the airplane right to clear the runway for the trailing glider. The glider pilot said that, when the takeoff was aborted, he turned the glider right but that he was unable to avoid the tow plane in front of him because it had also turned right into the glider's path. The glider overtook the tow plane, and its left wing passed through the tow plane's propeller arc, and its tail section collided with the airplane's right wing and then separated from the glider. Both pilots stated that they had not discussed the aborted takeoff procedure before the flight. The tow plane pilot reported that the aborted takeoff procedure at the accident airport called for the tow plane pilot to turn right and for the glider pilot to land straight ahead. The glider pilot reported that the aborted takeoff procedure at his home airport called for glider pilot to turn right. Both pilots reported that there were no mechanical anomalies with either airplane that would have precluded normal operation. The tow plane pilot reported that the airplane had been serviced with fuel before takeoff and that it was fuel that had spilled during the servicing that sprayed onto his windscreen during the takeoff. He added that the airplane did not have a fuel leak before or after the accident.

## Analysis (aircraft 2)

A glider collided with a tow plane on the runway following an aborted glider-tow flight. The tow plane pilot said that, during the takeoff roll with the glider in tow, he noticed fuel spraying onto the windscreen. He estimated that the airplane was about 40 percent of the way down the runway, noted that it was still on the ground, and believed that sufficient runway remained for both aircraft to abort the takeoff. When he aborted the tow, he announced his intention over the radio and turned the airplane right to clear the runway for the trailing glider. The glider pilot said that, when the takeoff was aborted, he turned the glider right but that he was unable to avoid the tow plane in front of him because it had also turned right into the glider's path. The glider overtook the tow plane, its left wing passed through the tow plane's propeller arc, and its tail section collided with the airplane's right wing and then separated from the glider. Both pilots stated that they had not discussed the aborted takeoff procedure before the flight. The tow plane pilot reported that the aborted takeoff procedure at the accident airport called for the tow plane pilot to turn right and for the glider pilot to land straight ahead. The glider pilot reported that the aborted takeoff procedure at his home airport called for glider pilot to turn right. Both pilots reported that there were no mechanical anomalies with either airplane that would have precluded normal operation. The tow plane pilot reported that the airplane had been serviced with fuel before takeoff and that it was fuel that had spilled during the servicing that sprayed onto his windscreen during the takeoff. He added that the airplane did not have a fuel leak before or after the accident.

## Factual narrative (aircraft 1)

On October 20, 2014, about 1220 eastern daylight time, a Nimbus glider, C-FTSI, and a Piper PA-25-235, N8514L, operated by Sugarbush Soaring Association, Inc, were substantially damaged when they collided on the runway following an aborted glider-tow flight at the Warren-Sugarbush Airport (0B7), Warren, Vermont. The commercial pilot in the airplane and the glider pilot in the glider were not injured. Visual meteorological conditions prevailed and no flight plan was filed for either airplane as they departed on the glider-tow flight of Title 14 Code of Federal Regulations Part 91.In a written statement, the pilot of the tow plane said that during the takeoff roll, with the glider in tow, he noticed fuel spraying on the windscreen. He estimated the airplane had used about 40 percent of the runway and was still on the ground, and that enough runway remained for both aircraft to abort the takeoff. When he aborted the tow, he announced his intention over the radio, and turned the airplane to the right in order to clear the runway for the glider behind. The pilot of the glider was interviewed briefly by telephone by both the FAA and NTSB, and provided a similar accounting of events. He said that when the takeoff was aborted, he turned to the right, but was unable to clear the towplane in front of him, as it also turned to the right and into the glider's path. The glider overtook the towplane, and its left wing passed through the propeller arc while the tail section collided with the airplane's right wing, and separated from the glider. The towplane pilot held a commercial pilot certificate with ratings for glider, airplane single-engine land and sea, multiengine land, and instrument airplane. His most recent FAA third class medical certificate was issued April 21, 2014. He reported 5,705 total hours of flight experience, of which 600 hours were in the accident airplane make and model. The glider pilot held Canadian glider-pilot and medical certificates. He estimated that he had 1,000 total hours of flight experience, all of which was in gliders, and 482 hours of which were in the accident glider make and model. The 1251 weather observation at Montpellier, Vermont (MPV), 13 miles east of 0B7 included an overcast layer at 8,500 feet, 10 miles visibility, and variable winds at 4 knots. The glider was recovered and taken to Canada by its owner. Examination of photographs and written descriptions of the damage by the two pilots and a certificated airframe and powerplant mechanic revealed the tail section was separated from the glider, and "propeller slash marks" were visible in the left wing. The right wing tip was of the towplane was visibly damaged, and the mechanic reported visible damage to the right wing spar. Both pilots reported that there were no mechanical anomalies with either airplane that would have precluded normal operation. They also stated that they had not discussed aborted takeoff procedures prior to the flight. The tow plane pilotreported that, in the case of an abort, the tow plane always goes right and the glider goes straight ahead. The glider pilot reported that, at his home airport, the glider always goes right. The towplane pilot reported that the airplane had been serviced with fuel prior to takeoff, and that fuel spilled during the servicing was what found its way onto his windscreen during the takeoff. He reported the airplane did not have a fuel leak before or after the accident.

## Factual narrative (aircraft 2)

On October 20, 2014, about 1220 eastern daylight time, a Nimbus glider, C-FTSI, and a Piper PA-25-235, N8514L, operated by Sugarbush Soaring Association, Inc, were substantially damaged when they collided on the runway following an aborted glider-tow flight at the Warren-Sugarbush Airport (0B7), Warren, Vermont. The commercial pilot in the airplane and the glider pilot in the glider were not injured. Visual meteorological conditions prevailed and no flight plan was filed for either airplane as they departed on the glider-tow flight of Title 14 Code of Federal Regulations Part 91.In a written statement, the pilot of the tow plane said that during the takeoff roll, with the glider in tow, he noticed fuel spraying on the windscreen. He estimated the airplane had used about 40 percent of the runway and was still on the ground, and that enough runway remained for both aircraft to abort the takeoff. When he aborted the tow, he announced his intention over the radio, and turned the airplane to the right in order to clear the runway for the glider behind. The pilot of the glider was interviewed briefly by telephone by both the FAA and NTSB, and provided a similar accounting of events. He said that when the takeoff was aborted, he turned to the right, but was unable to clear the towplane in front of him, as it also turned to the right and into the glider's path. The glider overtook the towplane, and its left wing passed through the propeller arc while the tail section collided with the airplane's right wing, and separated from the glider. The towplane pilot held a commercial pilot certificate with ratings for glider, airplane single-engine land and sea, multiengine land, and instrument airplane. His most recent FAA third class medical certificate was issued April 21, 2014. He reported 5,705 total hours of flight experience, of which 600 hours were in the accident airplane make and model. The glider pilot held Canadian glider-pilot and medical certificates. He estimated that he had 1,000 total hours of flight experience, all of which was in gliders, and 482 hours of which were in the accident glider make and model. The 1251 weather observation at Montpellier, Vermont (MPV), 13 miles east of 0B7 included an overcast layer at 8,500 feet, 10 miles visibility, and variable winds at 4 knots. The glider was recovered and taken to Canada by its owner. Examination of photographs and written descriptions of the damage by the two pilots and a certificated airframe and powerplant mechanic revealed the tail section was separated from the glider, and "propeller slash marks" were visible in the left wing. The right wing tip was of the towplane was visibly damaged, and the mechanic reported visible damage to the right wing spar. Both pilots reported that there were no mechanical anomalies with either airplane that would have precluded normal operation. They also stated that they had not discussed aborted takeoff procedures prior to the flight. The towplane pilotreported that the airplane had been serviced with fuel prior to takeoff, and that fuel spilled during the servicing was what found its way onto his windscreen during the takeoff. He reported the airplane did not have a fuel leak before or after the accident.

## Aircraft 1

- Registration: [N8514L](https://openairdocs.org/aircraft/N8514L), registered now, S/N 25-4931, built 1969 (OpenAirDocs)
- Reported make and model: PIPER PA-25-235
- Registry model: [Piper PA-25-235](https://openairdocs.org/model/piper-pa-25-235) (registry code 7102504) (OpenAirDocs)
- Registry engine: [Lycoming 0-540 series](https://openairdocs.org/engine/lycoming-0-540-series) (registry code 41532, reciprocating) (OpenAirDocs)
- Category: Airplane
- Serial number: 25-4931
- Year built: 1969
- Airframe hours: 6098
- Engines: LYCOMING O-540 SERIES 235 horsepower reciprocating
- Damage: Substantial damage
- Flight: Glider tow, Part 91
- Operator: Sugarbush Soaring Assn Inc
- Registered owner: Sugarbush Soaring Assn Inc
- Airworthiness certificate: Standard, Normal; Standard, Utility
- Last inspection: Annual, August 29, 2014, 20 hours before
- Departed: 0B7, Warren, VT
- Destination: 0B7, Warren, VT
- Airport: 0B7, Warren-Sugarbush, runway 22, 2,575 × 30 ft, asphalt
- Equipment: Stall warning system

## Aircraft 2

- Registration: C-FTSI (not matched to a registry record)
- Reported make and model: SCHEMPP-HIRTH MINI NIMBUS HS7
- Category: Glider
- Serial number: 34
- Year built: 1977
- Airframe hours: 2300
- Damage: Substantial damage
- Flight: Glider tow, Part 91
- Airworthiness certificate: Standard, Normal
- Last inspection: Annual, May 23, 2014
- Departed: 0B7, Warren, VT
- Destination: 0B7, Warren, VT
- Airport: 0B7, Warren-Sugarbush, runway 22, 2,575 × 30 ft, asphalt

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot, aircraft N8514L; age 83; injuries: none; flight instructor, commercial; airplane ratings: multi-engine land, single-engine land, single-engine sea; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review August 28, 2014; seat: single; restraint: 4-point; flight hours: 5,705 total, 600 in this make and model, 5,520 as pilot in command, 40 in the last 90 days, 12 in the last 30 days, 2 in the last 24 hours
- Pilot, aircraft 2; age 62; injuries: none; foreign; medical: class 2, with waivers/limitations; seat: single; flight hours: 969 total, 482 in this make and model, 29 in the last 90 days, 5 in the last 30 days

## Weather

- Conditions: Visual (VMC), Day
- Wind: variable at 4 knots
- Visibility: 10 statute miles
- Lowest ceiling: 8,500 ft overcast
- Temperature: 48 °F, dew point 30 °F
- Altimeter: 29.94 inHg
- Turbulence: Light
- Observed at: KMPV, 13 nm away

## FAA reports on this event (1)

The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs).

- [Accident 20141020023461A](https://openairdocs.org/incident/20141020023461A), Oct 20, 2014: Piper PA-25-235, Warren, VT, Substantial damage. During a towing operation to launch a glider, the tow aircraft aborted Due to fuel flowing up on wind screen from the area of the fuel tank. Both the tow…

## Docket (4 files)

The files NTSB released with the investigation on November 23, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=90280. 3.2 MB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434140&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF
- Pilot Interview Summaries (item 2, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434141&FileExtension=.PDF&FileName=Pilot%20Interview%20Summaries-Master.PDF
- FAA Inspector's Statement (item 3, .PDF, 120 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434142&FileExtension=.PDF&FileName=FAA%20Inspector%27s%20Statement-Master.PDF
- Photo Array (Courtesy of FAA) (item 4, .PDF, 3 photos, 463 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434143&FileExtension=.PDF&FileName=Photo%20Array%20(Courtesy%20of%20FAA)-Master.PDF

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

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