Burkhart Grob G 103 TWIN II accident near Hilltown, Pennsylvania, July 13, 2012
On July 13, 2012 at about 7:30 pm local time, a Burkhart Grob G 103 TWIN II (glider), registered N5448G, was substantially damaged in an accident during initial climb near Hilltown, Pennsylvania (Philadelphia Gliderport airport). It was an instructional flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The improper decision of the flight instructor receiving instruction to attempt a course reversal rather than land straight ahead following a simulated low-level rope break, and the inadequate remedial action of the flight instructor-in-command for allowing him to do so.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 13, 2012 · about 7:30 pm local time
- Place
- Hilltown, Pennsylvania · Philadelphia Gliderport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Burkhart Grob G 103 TWIN II · all G 103 TWIN IIs on the register
- Registration
- N5448G · no longer on the register · serial 3868-K-109
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor-in-command was in the rear seat, and the flight instructor receiving instruction was in the front seat for flight instructor winch-launch glider training. The two pilots had flown multiple launches earlier that day, with each flight preceded by a briefing. After practicing recoveries from simulated rope breaks at 400 feet and 10 feet above ground level (agl), the intent for the accident flight was to simulate a rope break at 200 feet agl, which the flight instructor-in-command expected would result in a straight-ahead landing. The ground roll, takeoff, and transition to climb were “normal,” and the flight instructor in command pulled the release lever about 150 feet agl. The flight instructor receiving instruction nosed the glider over, and established a wings-level airspeed of about 54 knots. However, instead of landing straight ahead, the flight instructor receiving instruction turned the glider to the right, then to the left, and attempted to land opposite the direction of takeoff. There was insufficient altitude to complete the maneuver, and the glider impacted trees. The flight instructor-in-command could not remember the latter part of the flight due to head trauma, but the flight instructor receiving instruction stated that the flight instructor in command did not take control of the glider at any time before impact. Neither pilot reported any preexisting mechanical anomalies that would have precluded the glider’s normal operation.
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
- Glider tow event during initial climb
- Simulated/training event during initial climb defining event
- Attempted remediation/recovery during initial climb
- Controlled flight into terrain or object (CFIT) during maneuvering
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent/approach/glide path › Not attained/maintained
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Attain/maintain not possible
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- cause Personnel issues › Action/decision › Action › Incomplete action › Instructor/check pilot
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: instructor: glider; rotorcraft: glider
- Flight time: 1,600 hours in all; 249 in this make and model; 12 in the last 90 days; 4 in the last 30 days; 1,587 as pilot in command; 534 on instruments
- Last flight review: June 7, 2011
- Medical certificate: None
- Seat: rear
- Injury: serious injuries
Dual student
- Certificate: airline transport pilot, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: glider; instrument: airplane; rotorcraft: glider
- Flight time: 15,990 hours in all; 390 in this make and model; 6 in the last 90 days; 8,900 as pilot in command; 212 on instruments
- Last flight review: October 13, 2012
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: frt
- Injury: serious injuries
The aircraft
- Airframe total time: 3,222 hours
- Last inspection: annual inspection, March 31, 2012; 147 hours since
- Seats: 2
- Landing gear: fixed
- Operator: Philadelphia Glider Council INC
The flight
- Departed from: 0PA0 Hilltown PA at 7:30 pm
- Destination: 0PA0 Hilltown PA
- Flight plan: none
- Runway 25, 2,450 ft by 300 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 260° at 5 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,700 ft
- Temperature: 86°F (30°C), dew point 61°F (16°C)
- Altimeter: 30.18 inHg
- Observation at 7:54 pm from DYL, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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 N5448G the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA12LA455.