Let L-13 accident near Durango, Colorado, July 24, 1993
On July 24, 1993 at about 8:50 pm local time, a Let L-13 (glider), registered N48069, was destroyed in an accident near Durango, Colorado (Val Air Gliderport airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE OF THE TOW PLANE PILOT TO WARN THE GLIDER PILOT THAT HE WAS RELEASING THE TOW LINE. A FACTOR WAS: AN INADVERTENT STALL BY THE PILOT IN COMMAND.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 24, 1993 · about 8:50 pm local time
- Place
- Durango, Colorado · Val Air Gliderport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Let L-13 · all L-13s on the register
- Registration
- N48069 · no longer on the register · serial 026129
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
BOTH THE GLIDER AND TOW PLANE PILOTS AGREED THAT IF THE GLIDER WAS AIRBORNE BY MIDFIELD, THE GLIDER PILOT WOULD RELEASE THE TOW. TAKEOFF WAS NORMAL AND THE GLIDER WAS AIRBORNE BEFORE MIDFIELD. THE TOW PLANE PILOT, HOWEVER, ENCOUNTERED A WIND GUST OR SHEAR THAT LIFTED THE TOW PLANE, THEN CAUSED IT TO SETTLE TO THE GROUND. HE SENSED HE WAS NOT ACCELERATING AND GAINING ALTITUDE AS HE SHOULD. HE RELEASED THE TOW LINE. THE GLIDER PILOT FOLLOWED THE TOW PLANE TO MAINTAIN PROPER TOW POSITION. AS THE TOW PLANE CLIMBED OUT, HE REALIZED HE HAD BEEN RELEASED AND SAW HIS AIRSPEED DETERIORATING. THE RIGHT WING BEGAN TO STALL AND DROP. HE ATTEMPTED TO LAND IN AN EMPTY PARKING LOT, BUT THE RIGHT WING STRUCK THE RAILING OF AN OBSERVATION DECK. THE TOW PLANE PILOT SAID HE FAILED TO WARN THE GLIDER PILOT ABOUT THE TOW RELEASE BECAUSE HE ASSUMED HE WOULD SEE AND FEEL THE RELEASE, AND HE DID NOT WANT TO DISTRACT HIM FROM FLYING AND 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: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane; rotorcraft: glider
- Flight time: 3,869 hours in all; 30 in this make and model; 68 in the last 90 days; 54 in the last 30 days; 3,869 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 2,102 hours
- Last inspection: annual inspection, May 11, 1993; 90 hours since
- Maximum gross weight: 1,102 lb
- Seats: 2
- Landing gear: retractable
- Engine: (type not recorded); 0 hours total
The flight
- Departed from: CD82 at 8:50 pm
- Destination: CD82
- Flight plan: none
- Runway 35, 3,500 ft by 240 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 41°F (5°C)
- Altimeter: 30.00 inHg
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.