Burkhart Grob G103 and Waco UPF7 accident near Lake Village, Indiana, October 8, 2006
On October 8, 2006 at about 9:00 pm local time, 2 aircraft, Burkhart Grob G103 (N4425Y) and Waco UPF7 (N39714), were involved in the same accident near Lake Village, Indiana (Lake Village airport). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Inadequate visual lookout by the pilot of the other aircraft. A factor associated with the accident was that neither airplane was equipped with communications equipment.
Inadequate visual lookout by the pilot. A factor associated with the accident was that neither airplane was equipped with communications equipment.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 8, 2006 · about 9:00 pm local time
- Place
- Lake Village, Indiana · Lake Village · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Burkhart Grob G103 · all G103s on the register
- Registration
- N4425Y · registry record · serial 3820
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Waco UPF7 · all UPF7s on the register
- Registration
- N39714 · registry record · serial 5847
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Burkhart Grob G103 final · quoted from the NTSB record
The glider (N4425Y) was involved in a ground collision with a Waco (N39714) while landing at an uncontrolled airstrip. The glider pilot reported he that had landed on runway 36L (2,480 foot by 150 foot grass runway) and the Waco was taking off on runway 18R when the accident occurred. Neither of the airplanes were equipped with radios. According to the glider pilot, he saw the Waco taxiing on the runway while he was in the traffic pattern to land. He reported that he was not aware that the Waco was taking off until he saw the airplane during his landing roll. The glider pilot reported he tried to avoid the collision, but due to his reduced airspeed "the maneuver was ineffective." The pilot of the Waco reproted that he did not see the glider and that the airplanes collided when he was approximately 300 feet into his takeoff roll. The outboard 4 feet of the glider's right wing was severed during the collision and the lower right wing of the Waco sustained minor damage.
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 NTSB's narrative for the Waco UPF7 final · quoted from the NTSB record
The glider (N4425Y) was involved in a ground collision with a Waco (N39714) while landing at an uncontrolled airstrip. The glider pilot reported that he had landed on runway 36L (2,480 foot by 150 foot grass runway) and the Waco was taking off on runway 18R when the accident occurred. Neither of the airplanes were equipped with radios. According to the glider pilot, he saw the Waco taxiing on the runway while he was in the traffic pattern to land. He reported that he was not aware that the Waco was taking off until he saw the airplane during his landing roll. The glider pilot reported he tried to avoid the collision, but due to his reduced airspeed "the maneuver was ineffective." The pilot of the Waco reproted that he did not see the glider and that the airplanes collided when he was approximately 300 feet into his takeoff roll. The outboard 4 feet of the glider's right wing was severed during the collision and the lower right wing of the Waco sustained minor damage.
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 for the Burkhart Grob G103 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 320 hours in all; 32 in this make and model; 190 as pilot in command
- Medical certificate: None
The aircraft
- Landing gear: fixed
- Engine:; 0 hours total
The flight
- Departed from: C98 at 1:40 pm
- Destination: C98
- Flight plan: none
- Runway 36L, 2,480 ft by 150 ft
Weather at the time
- Light: daylight
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Waco UPF7 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: glider; instrument: airplane; rotorcraft: glider
- Flight time: 5,595 hours in all; 8 in this make and model; 40 in the last 90 days; 19 in the last 30 days; 5,439 as pilot in command; 966 on instruments
- Medical certificate: Class 3
- Injury: no injuries
The aircraft
- Landing gear: fixed
- Engine: Continental W670 (piston); 0 hours total
The flight
- Departed from: Lake Village IN
- Flight plan: none
- Runway 18, 2,480 ft by 150 ft
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.