N261TNapiwoski Thomas CHALLENGER II · 2000

On July 8, 2011, approximately 1700 mountain daylight time, a single-engine Pipistrel Taurus 503 glider, N261T, was substantially damaged during a hard landing near Durango, Colorado. The commercial pilot, the sole occupant, was fatally injured. The airplane was registered to and operated by Gemtec Inc., 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 flight originated the Durango-La Plata County Airport (DRO), Durango, Colorado, at an unknown time.

Witnesses observed the glider maneuvering at low altitude and heard the engine operating. The glider then landed hard on a golf course sidewalk.

The pilot, age 79, held a commercial pilot certificate for airplane single-engine land, airplane single-engine sea, airplane multi-engine land, glider, and instrument airplane. In addition, the pilot held a flight instructor certificate for gliders with the expiration date of February 29, 2012. A review of the pilot’s log book revealed that the pilot had an about 7,349 total hours with over 40.5 hours in make and model. On June 1, 2011, the pilot applied for a third class medical certificate but due to medical issues, the Aviation Medical Examiner (AME) deferred the certificate for further assessment. The pilot did not need a medical certificate to operate the glider.

The two-seat, retractable-gear, glider, serial number 051T503, was manufactured in 2009. A 50 horsepower Rotax 503 UL engine drove a two-bladed wooden Pipistrel propeller. In addition, the glider was equipped with a Galaxy Rescue System (GRS) 5/472.5 ballistic parachute. Review of the maintenance logbook showed an annual condition inspection was completed on May 16, 2011. On May 25, 2011, the glider was issued a special airworthiness certificate for experimental exhibition. A log book entry on June 3, 20011, recorded the completion of Phase I of the experimental operating limitations.

At 1653, an automated weather reporting facility at DRO, located 21 nautical miles south of the accident site reported wind from 220 degrees at 17 knots gusting to 22 knots, visibility 10 miles, few clouds at 11,000 feet, temperature 90 degrees Fahrenheit, dew point 36 degrees Fahrenheit, and a barometric pressure of 30.06 inches of Mercury.

Evaluation of the weather near the location of the accident revealed a mid level front moved eastward across the accident site around the time of the accident. This front brought both gusty winds and the formation of convective clouds, rain showers, and thunderstorms. Upper air soundings recorded conditions favorable for strong downward gusts up to 40 knots with the possibility of microbursts near convective clouds and thunderstorms. Satellite imagery for the time of the accident showed the presence of a convective cloud near the site of the accident. The level of precipitation associated with this convective cloud could not be determined due to the distance from weather radar sites.

Calculations of relevant meteorological data revealed that the density altitude was over 11,000 feet.

An initial examination of the glider wreckage was conducted on-scene by an inspector from the Federal Aviation Administration (FAA). A subsequent examination was conducted at the pilot’s hanger by the National Transportation Safety Board and a technical advisor from the Rotax Engine Company. Flight control continuity was established from the flight controls to the control surfaces. The lower portions of the fuselage displayed crushing damage and the empennage partially separated; both displayed signatures consistent with a hard landing. Both wings displayed skin damage starting from the wing’s mid-span to the wing tip. The “T-tail” portion of the empennage was fractured at a location near the tailwheel. The flaps were found set at 5 degrees and the flap handle was found in the 5 degree flap detent. On the Ibis II engine control panel, the ignition switch was found selecting the “on” position and the propeller arm retract switch was selecting the “up” position. The GRS parachute had not been deployed. The engine was ran twice and appeared to produce rated power. No preimpact anomalies were discovered which would have precluded normal operation of the glider.

An autopsy was performed on the pilot on July 11, 2011, by the La Plata County Coroner’s Office as authorized by the La Plata County Coroner. The manner of death was ruled an accident. The Medical Examiner noted the following:

Interrogation of [the pilot’s] pacemaker, while limited because of the age and type of device, did not indicate a prior cardiac event. The pattern of injuries to [the pilot’s] hand is identical to the pattern seen in motor vehicle drivers who are gripping the steering wheel tightly at the moment of impact.

FAA Civil Aerospace Medical Institute (CAMI), Oklahoma City, Oklahoma, performed forensic toxicology on specimens from the pilot. The report noted the following findings:

Amlodipine detected in Urine

Amlodipine detected in Blood

Atenolol detected in Urine

Atenolol detected in Blood

Atorvastatin detected in Urine

Atorvastatin NOT detected in Blood

Doxylamine detected in Urine

Doxylamine NOT detected in Blood

Losartan detected in Urine

Losartan detected in Blood

Warfarin detected in Urine

Warfarin detected in Blood

CAMI’s web-based collection of toxicology drug information noted that Amlodipine is used in the treatment of hypertension. Atenolol is used in the treatment of hypertension and certain arrhythmias. Atorvastatin is used for lowering blood cholesterol. Doxylamine is a common over the counter antihistamine used in the treatment of the common cold and hay fever. Losartan is used in the treatment of hypertension. Warfarin is an anticoagulant medication.