Schleicher ASW-20L accident near Gregory, Michigan, July 4, 2000
On July 4, 2000 at about 4:50 pm local time, a Schleicher ASW-20L (glider), registered N4804W, was substantially damaged in an accident near Gregory, Michigan (Richmond Field 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
the control stick movement being restricted by the pilot's seat-type parachute and the excessive descent rate and airspeed during landing. A factor to the accident was the pilot's lack of familiarity with the aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 4, 2000 · about 4:50 pm local time
- Place
- Gregory, Michigan · Richmond Field Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Schleicher ASW-20L · all ASW-20Ls on the register
- Registration
- N4804W · registry record · serial 20272
- 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 he identified a problem with his pitch control while on initial climb on aero-tow. The pilot released from the tow-plane at approximately 1000-feet above ground level on a downwind departure. The pilot maneuvered the glider back to the airport, but landed at a higher than normal airspeed and rate of descent. Post-accident investigation failed to reveal any anomalies with the glider or its control systems that could be associated with a preexisting condition. In subsequent interviews with the pilot it was identified that he was wearing a seat-type parachute. In a discussion with a distributor of the accident glider make and model, it was noted that a larger person wearing a seat-type parachute could interfere with the motion of the control stick in the cockpit. According to Federal Aviation Administration records, the pilot reported his height and weight, at his last medical examination, as 70-inches and 230-pounds respectively. The pilot reported that he had three hours in the accident glider make and model prior to the accident.
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: private
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 467 hours in all; 3 in this make and model; 350 as pilot in command
- Medical certificate: None
- Seat: frt
The aircraft
- Airframe total time: 1,130 hours
- Last inspection: annual inspection, March 23, 2000; 8 hours since
- Maximum gross weight: 1,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: (type not recorded); 0 hours total
The flight
- Departed from: 69G at 4:45 pm
- Flight plan: none
- Runway 18, 2,450 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 3,800 ft; not recorded
- Temperature: 171°F (77°C), dew point 145°F (63°C)
- Altimeter: 30.00 inHg
- Observation at 4:53 pm from ARB, 19 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.