Burkhart Grob G-103-TWIN II accident near Lancaster, South Carolina, March 22, 1997
On March 22, 1997 at about 7:30 pm local time, a Burkhart Grob G-103-TWIN II (glider), registered N54553, was substantially damaged in an accident near Lancaster, South Carolina (Bermuda High Gliderport airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper use of the spoilers, while approaching to land, which allowed the glider to get low on final approach and strike trees. The pilot's lack of recent flying experience and lack of experience in the make and model of glider were related factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 22, 1997 · about 7:30 pm local time
- Place
- Lancaster, South Carolina · Bermuda High Gliderport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Burkhart Grob G-103-TWIN II G-103-TWIN · all G-103-TWIN IIs on the register
- Registration
- N54553 · registry record · serial 3872
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After a normal flight, the pilot maneuvered the glider for landing at a gliderport. According to him, the pattern entry was normal, but his turn onto final approach was late, which made the glider low and slow to the 4,000 foot long runway. The pilot stated he 'landed' in 50 foot tall trees, 200 feet short of the runway. Witnesses indicated the glider's spoilers were extended, while on final approach. Damage to the glider also indicated that the spoilers were not retracted at the time of collision with the trees. The pilot did not recall the spoiler's position. He had flown three launches on the previous day with an instructor, but he had not flown during the winter, prior to that. Also, he had only about 3 hours of flight time in this make and model of glider.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 3,600 hours in all; 3 in this make and model; 44 in the last 90 days; 6 in the last 30 days; 3,300 as pilot in command; 1,200 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 1,501 hours
- Last inspection: 100-hour inspection, March 16, 1996; 74 hours since
- Maximum gross weight: 1,279 lb
- Seats: 2
- Landing gear: fixed
- Engine: (type not recorded); 0 hours total
The flight
- Departed from: SC79 at 6:30 pm
- Flight plan: none
- Runway 3, 4,000 ft by 200 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 18 knots, gusting 25
- Visibility: 25 statute miles
- Sky: scat at 4,000 ft
- Temperature: 79°F (26°C), dew point 36°F (2°C)
- Altimeter: 29.00 inHg
- Observation at 7:51 pm from CLT, 85 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.