Schempp-Hirth VENTUS 2CT accident near Duncansville, Pennsylvania, May 18, 2012
On May 18, 2012 at about 7:15 pm local time, a Schempp-Hirth VENTUS 2CT (glider), registered N900BM, was substantially damaged in an accident during maneuvering (low-alt flying) near Duncansville, Pennsylvania. 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 glider’s encounter with atmospheric lift conditions not sufficient to clear terrain, which resulted in an aerodynamic stall. Contributing to the accident was the pilot's decision to continue turning toward a ridgeline.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 18, 2012 · about 7:15 pm local time · cases in 2012
- Place
- Duncansville, Pennsylvania · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Schempp-Hirth VENTUS 2CT · all VENTUS 2CTs on the register
- Registration
- N900BM · no longer on the register · serial 206
- 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 the glider was towed to an altitude of 2,000 feet above ground level, released, and then flown for more than 2 hours without incident. He was subsequently looking for lift and performing "S" turns, while flying away from a ridgeline. During one of the "S" turns, he encountered a 200- to 300 foot-per-minute increase in lift and elected to continue the left turn. However, when the glider turned back toward the ridgeline, it encountered a large downdraft and loss of airspeed. The glider stalled, spun to the left, and struck trees. The glider's tail boom separated and both wings were substantially damaged. The pilot reported that there were no mechanical malfunctions or failures that would have precluded normal operation. He further stated that he should not have continued the left turn and that standard training techniques called for continuing to perform "S" turns when close to a ridge or mountain until the glider reaches an altitude of at least 200 to 300 feet above the highest point to provide adequate altitude to recover from possible stalls caused by downdrafts.
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
What happened, in order
- Windshear or thunderstorm during maneuvering (low-alt flying)
- Aerodynamic stall/spin during maneuvering (low-alt flying) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Attain/maintain not possible
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Not specified
- factor Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Environmental issues › Conditions/weather/phenomena › (general) › (general) › Effect on equipment
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 7,215 hours in all; 1,000 in this make and model; 60 in the last 90 days; 40 in the last 30 days; 7,000 as pilot in command
- Last flight review: November 24, 2010
- Medical certificate: Unknown
- Seat: frt
- Injury: serious injuries
The aircraft
- Airframe total time: 208 hours
- Last inspection: annual inspection, June 5, 2011; 3 hours since
- Maximum gross weight: 1,157 lb
- Seats: 1
- Landing gear: retractable
- Engine: Solo 2350 SER (piston); 0 hours total
The flight
- Departed from: RVL Reedsville PA at 5:00 pm
- Destination: RVL Reedsville PA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 050° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 163°F (73°C), dew point 102°F (39°C)
- Altimeter: 30.18 inHg
- Observation at 6:53 pm from AOO, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on August 7, 2012. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Photograph # 1 - View of Glider as It Came to Rest (Provided by FAA) | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N900BM: not on the register today · the record of its deregistration
- Schempp-Hirth VENTUS-2 70 registered today · the model family and its accident history
- Schempp-Hirth 516 aircraft on the register
- Engine: Solo 2350 SER 41 aircraft carry this series today · as the NTSB recorded it
- Mifflin County · departed from
- Accidents and incidents in Pennsylvania 1,836 since 1982 · 234 in the last ten years
- Pennsylvania 6,195 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/ERA12CA352.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.