# NTSB NYC06LA127: Schweizer SGS 1-35, N91MC, Eighty Four, PA, May 28, 2006 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: May 28, 2006, 16:48 local (20:48 UTC) - Place: Eighty Four, PA - Coordinates: 40.130554, -80.096107 - Nearby events: https://openairdocs.org/map.md?lat=40.1306&lon=-80.0961&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report July 25, 2007 - Report: Approved by Office Director - Parties: FAA/FSDO - NTSB case key (mKey): 63774 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC06LA127 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/63774/pdf - Page: https://openairdocs.org/ntsb/NYC06LA127 ## Probable cause The pilot's incapacitation, which resulted in a loss of aircraft control during approach, and subsequent collision with trees. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, approach - vfr pattern - base leg/base to final - incapacitation, pilot in command (cause) - aircraft control - not maintained, pilot in command - In flight collision with object, descent - uncontrolled - object - tree(s) ## Analysis During a left turn from base leg to final leg, the left wing and nose of the glider dropped below the horizon. The glider then descended rapidly into trees from approximately 800 feet agl. Examination of the wreckage did not reveal any preimpact mechanical malfunctions. At the time of the accident, the pilot was 72 years of age, and had accumulated approximately 1,100 hours of glider experience; of which, about 7 hours were accumulated during the 30 days preceding the accident. The pilot had a mechanical mitral valve replacement nearly 5 years prior to the accident, disqualifying him from holding an FAA medical certificate. However, the FAA Aerospace Medical Certification Division, after review, authorized a special issuance third-class medical certificate. The mechanical replacement valve significantly increased the pilot's cumulative risk of a stroke, which would likely not be detectable on autopsy if it occurred just prior to impact. ## Factual narrative On May 28, 2006, about 1648 eastern daylight time, a Schweizer SGS 1-35 glider, N91MC, was substantially damaged during impact with trees, while on approach to Bandel Airport (22D), Eighty Four, Pennsylvania. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 CFR Part 91. According to witnesses, the pilot was flying a left hand traffic pattern for runway 1 at 22D. While turning from base leg to final leg, the left wing and nose of the glider dropped. The glider subsequently descended nose first into trees, and a house. The glider came to rest against the house, about 1 mile south of the runway. Witnesses further stated that the glider was about 800 feet agl before the rapid descent. Examination of the glider by a Federal Aviation Administration (FAA) inspector did not reveal any preimpact mechanical malfunctions. The pilot held a private pilot certificate, with ratings for airplane single engine land and glider. His most recent special issuance third-class medical certificate was issued on August 15, 2005. At that time, the pilot reported a total flight experience of 1,200 hours. According to his pilot logbook, about 1,100 of his total flight experience was in gliders. The pilot flew approximately 7 hours during the 30 days preceding the accident, all of which were in gliders. At the time of the accident, the pilot was 72 years of age. An autopsy was performed on the pilot by the Washington County Coroner's Office, Washington, Pennsylvania. The autopsy report noted substantial enlargement of the heart, a mechanical replacement mitral valve, and hardening of the arteries in the kidneys. No other indications of preexisting disease were detected, and substantial hemorrhage was noted in conjunction with blunt force trauma. Toxicological testing was conducted on the pilot at the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma. Review of the toxicology report revealed: "...DILTIAZEM present in Blood DILTIAZEM present in Liver..." A letter dated August 3, 2005, from the manager of the FAA Aerospace Medical Certification Division noted: "...The medical evidence reveals a history of [mechanical] mitral valve replacement [on 9/17/01], atrial fibrillation requiring Coumadin therapy, and hypertension, which requires medication for control. You are ineligible for third-class medical certification...However, based on the complete review of the available medical evidence, I have determined that you may be granted authorization for special issuance third-class airman certification...Since the enclosed medical certificate expires for third-class purposes on August 31, 2005, it will be necessary for you to undergo a current physical examination during that month. The Aviation Medical Examiner (AME) is authorized by this letter to issue you a third-class medical certificate..., provided you are found to be otherwise qualified." On August 15, the pilot visited an AME. Medications at that time were noted to include Accupril (quinapril), Cardizem (diltiazem) LA, Armour Thyroid (thyroid hormone replacement), Coumadin (warfarin), folic acid, hydrochlorothiazide, and aspirin. In conjunction with the letter dated August 3, 2005, the AME issued a third-class medical certificate. (For more detailed information, see Medical Records Information in the public docket). According to the Federal Aviation Regulations, the pilot was not required to hold a medical certificate to act as pilot-in-command of a glider. The reported weather at an airport approximately 10 miles west of the accident site, at 1655, was: wind from 210 degrees at 3 knots; visibility 10 miles; sky clear; temperature 82 degrees F; dew point 52 degrees F; altimeter 30.17 inches Hg. ## Aircraft - Registration: [N91MC](https://openairdocs.org/deregistered/N91MC-2013-05-17), registration cancelled 2013-05-17, S/N 37, built 1975 (OpenAirDocs) - Reported make and model: Schweizer SGS 1-35 - Registry model: [Schweizer SGS 1-35](https://openairdocs.org/model/schweizer-sgs-1-35) (registry code 8050148) (OpenAirDocs) - Registry engine: [NONE](https://openairdocs.org/engine/none) (registry code 00000, none) (OpenAirDocs) - Category: Glider - Serial number: 37 - Airframe hours: 739 - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Francis J. Smith - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 1, 2005, 16 hours before - Departed: 22D, Eighty Four, PA - Destination: 22D - Airport: 22D, Bandel Airport, runway 01, 2,260 × 100 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 72; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review May 1, 2005; seat: single; toxicology performed; flight hours: 1,200 total, 7 in the last 90 days, 7 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 210° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 52 °F - Altimeter: 30.17 inHg - Observed at: AFJ, 10 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 20060528014279A](https://openairdocs.org/incident/20060528014279A), May 28, 2006: Scwzer SGS135, Eighty Four, PA, Destroyed, 1 fatal. (-23) Aircraft was in landing pattern. Witness stated aircraft left wing dropped down then nose of aircraft pointed down toward the ground. Aircraft hit a tree… 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.