Schweizer SGS-1-34 accident near East Lynne, Missouri, November 13, 1999
On November 13, 1999 at about 8:30 pm local time, a Schweizer SGS-1-34 (glider), registered N7646, was substantially damaged in an accident near East Lynne, Missouri (Richters airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate airspeed and a subsequent stall. Factors associated with the accident were the tailwind, the pilot's misjudgment of the wind condition, and poor inflight planning.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 13, 1999 · about 8:30 pm local time
- Place
- East Lynne, Missouri · Richters · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Schweizer SGS-1-34 · all SGS-1-34s on the register
- Registration
- N7646 · no longer on the register · serial 26
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while on short final to runway 18, at an altitude of 350 feet agl, the glider encountered a gust of wind and it turned left of the runway heading. He elected to perform a 360 degree turn to the left to realign the glider with the runway heading. The pilot stated that while on a northerly heading turbulence and a sink rate were encountered. He was unable to level the wings and the glider stalled, impacting the terrain. A glider pilot who witnessed the accident reported the glider was landing to the north, downwind, when the accident occurred. He reported it was common for them to land with a tailwind of 10 knots of less to minimize ground handling. The glider wreckage was located southeast of the runway. The pilot reported the local winds were from the northwest at 2 knots. The witness reported the local winds were from 200 degrees at 10 knots. The winds reported 18 miles northwest of the accident site, 23 minutes after the accident, were from 220 degrees at 15 knots.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 2,606 hours in all; 31 in this make and model; 27 in the last 90 days; 10 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: ctr
The aircraft
- Airframe total time: 1,419 hours
- Last inspection: annual inspection, September 1, 1999; 16 hours since
- Maximum gross weight: 800 lb
- Seats: 1
- Landing gear: fixed
- Engine: (type not recorded); 0 hours total
The flight
- Departed from: 86K at 8:00 pm
- Destination: 86K
- Flight plan: none
- Runway 36, 3,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 15 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 7:53 pm from GVW, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.