MIA03LA022

Witnesses saw the glider heading south about 8 to 10 feet above the runway surface, at a fast rate of speed, spoilers not deployed, and intending to land. The witnesses observed the glider flare several feet above the runway, pull up at a high angle of attack, and high rate of speed. Before coming to rest the glider began a "wheelbarrow" effect with several pull-ups and descents several times, nosed down at about 30 degree angle, and impact the runway surface very hard. An examination of the dive brakes after the accident did not reveal any discrepancies. The pilot was given an NTSB Pilot/Operator Accident Report Form 6120.1/2 by the FAA inspector, but a completed form was not received by the NTSB.

On November 29, 2002, about 1630 eastern standard time, a LET L-23 glider, N41BW, registered to and operated by Seminole Flying and Soaring Inc., impacted with the ground during a landing at the Seminole Lake Gliderport, Groveland, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight. The glider was substantially damaged. The commercial-rated pilot reported no injuries. The flight had originated from the same airport at 1600.

Witnesses standing about 113 feet from the runway threshold, saw the glider pass along the runway heading in a southerly direction about 8 to 10 feet above the runway surface, at a fast rate of speed, intending to land, and the spoilers were not deployed. They watched the landing procedure until the glider came to a complete stop. The witnesses observed the glider flare "several feet above the surface." The pilot began pulling the glider up at a high "angle of attack," and "high rate" of speed; the glider began a "…wheelbarrow effect with several pull-ups and descents." After several climbs and descent actions, the glider nosed down at a "steep angle at about 30 degrees," and contacted the runway surface very hard.

According to the FAA inspector, the pilot said he deployed the dive brakes on base leg, and that he retracted them in order to land further down the runway. The pilot told the inspector that he could not deploy the dive brakes on final. An examination of the dive brakes after the accident did not reveal any discrepancies. The pilot was given an NTSB Pilot/Operator Accident Report Form 6120.1/2 by the FAA inspector, but a completed form was not received by the NTSB.