Burkhart Grob G103 TWIN ASTIR accident near Canon City, Colorado, December 27, 1998
On December 27, 1998 at about 6:15 pm local time, a Burkhart Grob G103 TWIN ASTIR (glider), registered N173SS, was substantially damaged in an accident near Canon City, Colorado (Freemont County Airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The glider pilot's failure to follow proper preflight procedures, and his failure to control the aircraft when the latch opened during flight. A factor was his failure to properly latch the canopy, and to utilize all available runway during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 27, 1998 · about 6:15 pm local time
- Place
- Canon City, Colorado · Freemont County Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Burkhart Grob G103 TWIN ASTIR G103 TWIN · all G103 TWIN ASTIRs on the register
- Registration
- N173SS · no longer on the register · serial 3286
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During initial climb from takeoff, the rear canopy of the glider opened. When the pilot reached to close the canopy, the glider ballooned above the tow plane. The pilot turned the glider to the left and lowered the nose to maintain airspeed. The glider then impacted the ground before he leveled out. According to the passenger and several witnesses, prior to takeoff, the glider pilot signaled the tow pilot that he was ready for takeoff. However, the departure was halted so that the glider pilot could be given a handheld radio in order for communications to be established between the glider and the tow plane. The glider pilot opened the canopy in order to receive the radio, then re-closed it. The first ground scars were observed approximately 1,100 feet prior to the end of the paved section of runway 29, and an additional 800 feet of dirt extends beyond the runway prior to the existence of any obstructions. At the request of an FAA inspector, a postaccident examination of the rear canopy latch was performed. According to the mechanic who performed the inspection, 'the rear canopy latch was found to be operational.'
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 1,700 hours in all; 30 in this make and model; 3 in the last 90 days; 1 in the last 30 days; 1,525 as pilot in command; 971 on instruments
- Medical certificate: None
- Seat: rear
The aircraft
- Last inspection: 100-hour inspection
- Maximum gross weight: 700 lb
- Seats: 2
- Landing gear: fixed
- Engine: (type not recorded); 0 hours total
The flight
- Departed from: 1V6 at 6:10 pm
- Flight plan: none
- Runway 29, 5,399 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 15 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 0°F (-18°C)
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.
Other NTSB records under N173SS the same tail number, which may have belonged to a different aircraft at the time
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.