Glaser-Dirks-Flugzeubau DG-100G accident near Union, Illinois, May 10, 2002
On May 10, 2002 at about 7:00 pm local time, a Glaser-Dirks-Flugzeubau DG-100G (glider), registered N169LM, was substantially damaged in an accident near Union, Illinois (Sky Soaring 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 pilot not maintaining aircraft control during the aero-tow takeoff. Factors to the accident were the high wind velocity and the gusting wind condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 10, 2002 · about 7:00 pm local time
- Place
- Union, Illinois · Sky Soaring · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Glaser-Dirks-Flugzeubau DG-100G
- Registration
- N169LM · registry record · serial E1696135
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot lost control of the glider during the initial takeoff phase of an aero-tow launch. The pilot reported, "When I was ready to launch, I gave the wing-runner the signal to lift the wing and he did. I [signaled] the tow plane to begin take-off. At the start of the take-off roll, I gave a little right rudder input as the glider was veering left of the intended path. Almost immediately I saw the nose of the glider was moving very erratically. I decided to attempt to abort the launch by pulling the release." The pilot stated that after the tow-rope release was made, "... the plane was a few feet above the ground and it was out of control." The pilot reported the glider impacted the terrain on the north side of the runway. The pilot did not report any mechanical problems or malfunctions with the glider. A weather observation station, located at the De Kalb Taylor Municipal Airport (DKB), about 16 nautical miles (nm) from the accident site on a 213 degrees magnetic heading, recorded the wind conditions approximately 8 minutes after the accident as 260 degrees magnetic at 15 knots gusting to 18 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: rotorcraft: glider
- Last flight review: June 20, 2001
- Medical certificate: None
- Seat: sngl
- Injury: serious injuries
The aircraft
- Airframe total time: 1,055 hours
- Last inspection: annual inspection, March 26, 2002
- Maximum gross weight: 922 lb
- Seats: 1
- Landing gear: fixed
The flight
- Departed from: 55LL Union IL at 7:00 pm
- Destination: 55LL Union IL
- Flight plan: none
- Runway 27, 2,300 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 15 knots, gusting 18
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 9°F (-13°C)
- Altimeter: 30.29 inHg
- Observation at 7:08 pm from DKB, 16 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.