# NTSB WPR12LA250: Schempp-Hirth Standard Cirrus, N943SB, Sparks, NV, June 7, 2012 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 7, 2012, 14:46 local (21:46 UTC) - Place: Sparks, NV - Coordinates: 39.885555, -119.780555 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.8856&lon=-119.7806&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining events: [Maneuvering: Midair collision](https://openairdocs.org/ntsb-events/250); [Maneuvering: Midair collision](https://openairdocs.org/ntsb-events/250) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report September 12, 2013 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: FAA FSDO - NTSB case key (mKey): 83894 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR12LA250 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/83894/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=83894 - Page: https://openairdocs.org/ntsb/WPR12LA250 ## Probable cause (aircraft 2) The failure of both pilots to see and avoid each other, which resulted in a midair collision. ## Probable cause (aircraft 1) The failure of both pilots to see and avoid each other, which resulted in a midair collision. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Attention/monitoring: monitoring other aircraft](https://openairdocs.org/ntsb-findings/02021540): Personnel issues › Psychological · Pilot (probable cause), aircraft 1; cases with it: [Schempp-Hirth STANDARD CIRRUS, 1 case](https://openairdocs.org/ntsb-findings/02021540/cases.md?model=38019VE), [All aircraft, 231 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md) - [Attention/monitoring: monitoring other aircraft](https://openairdocs.org/ntsb-findings/02021540): Personnel issues › Psychological · Pilot (probable cause), aircraft 2; cases with it: [Centrair 101, 1 case](https://openairdocs.org/ntsb-findings/02021540/cases.md?model=1990101), [All aircraft, 231 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering: Midair collision](https://openairdocs.org/ntsb-events/250) (defining event), aircraft 1; cases with it: [Schempp-Hirth STANDARD CIRRUS, 1 case](https://openairdocs.org/ntsb-events/250/sequence.md?model=38019VE), [All aircraft, 196 cases](https://openairdocs.org/ntsb-events/250/sequence.md) - [Maneuvering: Midair collision](https://openairdocs.org/ntsb-events/250) (defining event), aircraft 2; cases with it: [Centrair 101, 1 case](https://openairdocs.org/ntsb-events/250/sequence.md?model=1990101), [All aircraft, 196 cases](https://openairdocs.org/ntsb-events/250/sequence.md) ## Analysis (aircraft 2) Both pilots reported that they were aware that other gliders were operating in the same area and that they were maneuvering over hilly terrain looking for convective lift when the collision occurred. The pilot of the Schempp-Hirth reported that he did not see the Centrair approaching head-on until it passed directly overhead. The pilot of the Centrair reported that he was in wings-level flight, descending through 7,000 feet above mean sea level, when he suddenly saw the Schempp-Hirth appear beneath the nose of his glider, slightly to his right, heading in the opposite direction. Neither pilot had time to react, and the left wingtip of the Schempp-Hirth collided with the right wingtip of the Centrair. Both pilots were able to return to the launch gliderport and land safely. ## Analysis (aircraft 1) Both pilots reported that they were aware that other gliders were operating in the same area and that they were maneuvering over hilly terrain looking for convective lift when the collision occurred. The pilot of the Schempp-Hirth reported that he did not see the Centrair approaching head-on until it passed directly overhead. The pilot of the Centrair reported that he was in wings-level flight, descending through 7,000 feet above mean sea level, when he suddenly saw the Schempp-Hirth appear beneath the nose of his glider, slightly to his right, heading in the opposite direction. Neither pilot had time to react, and the left wingtip of the Schempp-Hirth collided with the right wingtip of the Centrair. Both pilots were able to return to the launch gliderport and land safely. ## Factual narrative (aircraft 2) On June 7, 2012, at 1446 Pacific daylight time, a Schempp-Hirth Standard Cirrus glider, N943SB, and a Centrair C101A glider, N101LV, collided in mid-air near Sparks, Nevada. The private pilot in the Schempp-Hirth and the commercial pilot in the Centrair were not injured. Both gliders sustained substantial damage. The Schempp-Hirth was being operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91; the Centrair was being operated by Bay Area Soaring Associates, Inc., under the provisions of 14 Code of Federal Regulations Part 91. Neither pilot had filed a flight plan for their local flight from Air Sailing Gliderport (NV23), Sparks. Visual meteorological conditions prevailed at the time of the accident. Both gliders had been towed aloft approximately 30 to 45 minutes before the accident. Both pilots reported that they were aware that other gliders were operating in the same area and that they were maneuvering over hilly terrain looking for convective lift when the collision occurred. The pilot of the Schempp-Hirth reported that he did not see the Centrair approaching head on until it passed directly overhead. The pilot of the Centrair reported that he was in level flight descending through 7,000 feet above mean sea level when he suddenly saw the Schempp-Hirth appear beneath the nose of his glider, slightly to his right, heading in the opposite direction. Neither pilot had time to react, and the left wingtip of the Schempp-Hirth collided with the right wingtip of the Centrair. Both gliders were able to return to their launch gliderport and land safely. The Schempp-Hirth had about 2 feet of its left wingtip nearly sheared off and about 75 percent of its left aileron was missing. Additionally, its fuselage was compressed and wrinkled at the root of the left wing. The Centrair had about 2 feet of its right wingtip sheared off and about half of its right aileron was missing. ## Factual narrative (aircraft 1) On June 7, 2012, at 1446 Pacific daylight time, a Schempp-Hirth Standard Cirrus glider, N943SB, and a Centrair C101A glider, N101LV, collided in mid-air near Sparks, Nevada. The private pilot in the Schempp-Hirth and the commercial pilot in the Centrair were not injured. Both gliders sustained substantial damage. The Schempp-Hirth was being operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91; the Centrair was being operated by Bay Area Soaring Associates, Inc., under the provisions of 14 Code of Federal Regulations Part 91. Neither pilot had filed a flight plan for their local flight from Air Sailing Gliderport (NV23), Sparks. Visual meteorological conditions prevailed at the time of the accident. Both gliders had been towed aloft approximately 30 to 45 minutes before the accident. Both pilots reported that they were aware that other gliders were operating in the same area, and that they were maneuvering over hilly terrain looking for convective lift when the collision occurred. The pilot of the Schempp-Hirth reported that he did not see the Centrair approaching head on until it passed directly overhead. The pilot of the Centrair reported that he was in level flight descending through 7,000 feet above mean sea level when he suddenly saw the Schempp-Hirth appear beneath the nose of his glider, slightly to his right, heading in the opposite direction. Neither pilot had time to react, and the left wingtip of the Schempp-Hirth collided with the right wingtip of the Centrair. Both gliders were able to return to their launch gliderport and land safely. The Schempp-Hirth had about 2 feet of its left wingtip nearly sheared off and about 75 percent of its left aileron was missing. Additionally, its fuselage was compressed and wrinkled at the root of the left wing. The Centrair had about 2 feet of its right wingtip sheared off and about half of its right aileron was missing. ## Aircraft 1 - Registration: [N943SB](https://openairdocs.org/aircraft/N943SB), registered now, S/N 44, built 1970 (OpenAirDocs) - Reported make and model: SCHEMPP-HIRTH STANDARD CIRRUS - Registry model: [Schempp-Hirth STANDARD CIRRUS](https://openairdocs.org/model/schempp-hirth-standard-cirrus) (registry code 38019VE) (OpenAirDocs) - Registry engine: [NONE](https://openairdocs.org/engine/none) (registry code 00000, none) (OpenAirDocs) - Category: Glider - Serial number: 44 - Airframe hours: 580 - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 5, 2012 - Departed: NV23, Sparks, NV - Destination: NV23, Sparks, NV ## Aircraft 2 - Registration: [N101LV](https://openairdocs.org/aircraft/N101LV), registered now, S/N 10100264 (OpenAirDocs) - Reported make and model: CENTRAIR C101A - Registry model: [Centrair 101](https://openairdocs.org/model/centrair-101) (registry code 1990101) (OpenAirDocs) - Registry engine: [NONE](https://openairdocs.org/engine/none) (registry code 00000, none) (OpenAirDocs) - Category: Glider - Serial number: 101A0187 - Airframe hours: 1900 - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Bay Area Soaring Associates Inc - Registered owner: Bay Area Soaring Associates Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 1, 2012 - Departed: NV23, Sparks, NV - Destination: NV23, Sparks, NV ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot, aircraft N943SB; age 50; injuries: none; private; airplane ratings: single-engine land; medical: class 2, with waivers/limitations; last flight review September 3, 2011; seat: single; flight hours: 178 total, 3 in this make and model, 110 as pilot in command, 34 in the last 90 days, 8 in the last 30 days, 3 in the last 24 hours - Pilot, aircraft N101LV; age 66; injuries: none; commercial; airplane ratings: multi-engine land; instrument ratings: airplane; last flight review November 18, 2011; seat: single; flight hours: 4,000 total, 3,500 as pilot in command, 8 in the last 90 days, 7 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 270° at 16 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 70 °F, dew point 32 °F - Altimeter: 29.95 inHg - Observed at: RNO, 24 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 20120607011021A](https://openairdocs.org/incident/20120607011021A), Jun 7, 2012: Schempp-Hirth STANDARD CIRRUS, Sparks, NV, Substantial damage. Both gliders launched from air Sailing NV23. Both gliders were in a descent while searching for lift. The gliders collided almost head on. Both are high… ## Docket (2 files) The files NTSB released with the investigation on August 2, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=83894. 1.2 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 "A" (item 1, .PDF, 558 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40396573&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20%22A%22-Redacted.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 "B" (item 2, .PDF, 642 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40396574&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20%22B%22-Redacted.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. --- 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.