Aircraft Industries A.S. L33 SOLO accident near Bunn, North Carolina, April 13, 2014
On April 13, 2014 at about 7:42 pm local time, a 1997 Aircraft Industries A.S. L33 SOLO (glider), registered N318BA, was substantially damaged in an accident during approach (VFR pattern final) near Bunn, North Carolina (Crooked Creek Airport). 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 pilot’s failure to maintain airspeed while approaching the airport, which resulted in a stall/mush.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 13, 2014 · about 7:42 pm local time
- Place
- Bunn, North Carolina · Crooked Creek Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Aircraft Industries A.S. L33 SOLO, built 1997
- Registration
- N318BA · no longer on the register · serial 970418
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The glider was towed aloft and then released. Shortly after, the glider pilot radioed the towplane pilot and informed him that he was returning to the airport. Because of the short duration of the glider flight, the towplane pilot asked the glider pilot if he wanted to be towed aloft again, and he replied that he did. Witnesses on the ground reported observing the glider low on the downwind leg and then turning onto the base leg. Based on data from the onboard portable GPS receiver, the glider turned onto final approach and flew in a southerly direction toward the runway with its groundspeed decreasing from 34 to 25 knots during the last few seconds of the flight. The glider impacted the ground in a nose-low attitude, which caused the wing to separate. Postaccident examination of the glider found no evidence of a preimpact failure or malfunction of the flight controls or air brakes, and the air brakes were retracted. The published stall speed for the glider with the air brakes retracted is about 34 knots indicated airspeed. Although the indicated airspeed during the final portion of the flight could not be determined, the evidence indicates that the pilot likely failed to maintain adequate airspeed while approaching the airport, which resulted in a stall/mush.
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
- Aerodynamic stall/spin during approach (VFR pattern final) 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 › Not attained/maintained
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Capability exceeded
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: airline transport pilot, flight engineer, private
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 12,650 hours in all; 110 in this make and model
- Last flight review: November 22, 2013
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: sngl
- Injury: serious injuries
The aircraft
- Airframe total time: 592 hours
- Last inspection: annual inspection, May 29, 2013
- Maximum gross weight: 750 lb
- Seats: 1
- Landing gear: fixed
- Operator: North Carolina Soaring Association
The flight
- Departed from: 7NC5 Bunn NC at 7:25 pm
- Destination: 7NC5 Bunn NC
- Flight plan: none
- Runway 22, 2,500 ft by 80 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 11 knots, gusting 15
- Visibility: 10 statute miles
- Sky: scat at 5,500 ft
- Temperature: 77°F (25°C), dew point 55°F (13°C)
- Altimeter: 30.12 inHg
- Observation at 7:35 pm from LHZ, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
11 documents, released by the NTSB on June 3, 2015. 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 | Weather Report and Record | PDF, 2 pages | View Download |
| 3 | NTSB Vehicle Recorder Division Specialist’s GPS Device Factual Report | PDF, 5 pages | View Download |
| 4 | GPS Factual Attachment 1 (Csv File) | data file | Download |
| 5 | Witness Statements | PDF, 6 pages | View Download |
| 6 | Record of Conversations | PDF, 4 pages | View Download |
| 7 | Excerpts from Let L33 Solo Sailplane Flight Manual | PDF, 3 pages | View Download |
| 8 | NTSB Release of Wreckage Form 6120.15, and NTSB Evidence Control Form | PDF, 3 pages | View Download |
| 9 | Photo 1 - Google Earth Plot of GPS Target | PDF, 1 page | View Download |
| 10 | Photo 2 - Wing and Fuselage (Photo Courtesy of FAA) | PDF, 1 page | View Download |
| 11 | Photo 3 - Forward Portion of Fuselage, Cockpit and Wing (Photo Courtesy of 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.
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.