Piper PA-25-235 and Schempp-Hirth MINI NIMBUS HS7 accident near Warren, Vermont, October 20, 2014
On October 20, 2014 at about 4:20 pm local time, 2 aircraft, Piper PA-25-235 (N8514L) and Schempp-Hirth MINI NIMBUS HS7 (CFTSI), were involved in the same accident near Warren, Vermont (Warren-Sugarbush airport). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The glider pilot’s failure to avoid the tow plane after the aborted takeoff due to both pilots’ failure to review the aborted takeoff procedure before the flight, which led to both pilots turning right after the aborted takeoff.
The glider pilot’s failure to avoid the tow plane after the aborted takeoff due to both pilots’ failure to review the aborted takeoff procedure before the flight, which led to both pilots turning right after the aborted takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 20, 2014 · about 4:20 pm local time
- Place
- Warren, Vermont · Warren-Sugarbush · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Piper PA-25-235, built 1969 · all PA-25-235s on the register
- Registration
- N8514L · registry record · serial 25-4931
- Damage
- Substantial damage
- Flight
- Glider-towing flight · general aviation rules (Part 91)
- Aircraft 2
- Schempp-Hirth MINI NIMBUS HS7, built 1977 · all MINI NIMBUS HS7s on the register
- Registration
- CFTSI · no longer on the register · serial 34
- Damage
- Substantial damage
- Flight
- Glider-towing flight · general aviation rules (Part 91)
The NTSB's narrative for the Piper PA-25-235 final · quoted from the NTSB record
A glider collided with a tow plane on the runway following an aborted glider-tow flight. The tow plane pilot said that, during the takeoff roll with the glider in tow, he noticed fuel spraying onto the windscreen. He estimated that the airplane was about 40 percent of the way down the runway, noted that it was still on the ground, and believed that sufficient runway remained for both aircraft to abort the takeoff, so he chose to abort the takeoff. When he aborted the tow, he announced his intention over the radio and turned the airplane right to clear the runway for the trailing glider. The glider pilot said that, when the takeoff was aborted, he turned the glider right but that he was unable to avoid the tow plane in front of him because it had also turned right into the glider's path. The glider overtook the tow plane, and its left wing passed through the tow plane's propeller arc, and its tail section collided with the airplane's right wing and then separated from the glider. Both pilots stated that they had not discussed the aborted takeoff procedure before the flight. The tow plane pilot reported that the aborted takeoff procedure at the accident airport called for the tow plane pilot to turn right and for the glider pilot to land straight ahead. The glider pilot reported that the aborted takeoff procedure at his home airport called for glider pilot to turn right. Both pilots reported that there were no mechanical anomalies with either airplane that would have precluded normal operation. The tow plane pilot reported that the airplane had been serviced with fuel before takeoff and that it was fuel that had spilled during the servicing that sprayed onto his windscreen during the takeoff. He added that the airplane did not have a fuel leak before or after the accident.
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 NTSB's narrative for the Schempp-Hirth MINI NIMBUS HS7 final · quoted from the NTSB record
A glider collided with a tow plane on the runway following an aborted glider-tow flight. The tow plane pilot said that, during the takeoff roll with the glider in tow, he noticed fuel spraying onto the windscreen. He estimated that the airplane was about 40 percent of the way down the runway, noted that it was still on the ground, and believed that sufficient runway remained for both aircraft to abort the takeoff. When he aborted the tow, he announced his intention over the radio and turned the airplane right to clear the runway for the trailing glider. The glider pilot said that, when the takeoff was aborted, he turned the glider right but that he was unable to avoid the tow plane in front of him because it had also turned right into the glider's path. The glider overtook the tow plane, its left wing passed through the tow plane's propeller arc, and its tail section collided with the airplane's right wing and then separated from the glider. Both pilots stated that they had not discussed the aborted takeoff procedure before the flight. The tow plane pilot reported that the aborted takeoff procedure at the accident airport called for the tow plane pilot to turn right and for the glider pilot to land straight ahead. The glider pilot reported that the aborted takeoff procedure at his home airport called for glider pilot to turn right. Both pilots reported that there were no mechanical anomalies with either airplane that would have precluded normal operation. The tow plane pilot reported that the airplane had been serviced with fuel before takeoff and that it was fuel that had spilled during the servicing that sprayed onto his windscreen during the takeoff. He added that the airplane did not have a fuel leak before or after the accident.
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 for the Piper PA-25-235 from the NTSB's investigation tables, in plain English
What happened, in order
- Glider tow event during takeoff
- Collision during takeoff/land during takeoff (rejected takeoff) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot of other aircraft
- cause Personnel issues › Task performance › Planning/preparation › Flight planning/navigation › Pilot
- cause Personnel issues › Task performance › Planning/preparation › Flight planning/navigation › Pilot of other aircraft
- cause Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot of other aircraft
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: glider; instrument: airplane; rotorcraft: glider
- Flight time: 5,705 hours in all; 600 in this make and model; 40 in the last 90 days; 12 in the last 30 days; 5,520 as pilot in command; 998 on instruments
- Last flight review: August 28, 2014
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 6,098 hours
- Last inspection: annual inspection, August 29, 2014; 20 hours since
- Maximum gross weight: 2,900 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-540 SERIES (piston); 5,557 hours total
- Operator: Sugarbush Soaring Assn INC
The flight
- Departed from: 0B7 Warren VT at 4:20 pm
- Destination: 0B7 Warren VT
- Flight plan: none
- Runway 22, 2,575 ft by 30 ft
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: overcast at 8,500 ft; clear
- Temperature: 48°F (9°C), dew point 30°F (-1°C)
- Altimeter: 29.94 inHg
- Observation at 12:51 pm from KMPV, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
The factual record for the Schempp-Hirth MINI NIMBUS HS7 from the NTSB's investigation tables, in plain English
What happened, in order
- Glider tow event during takeoff
- Collision during takeoff/land during takeoff (rejected takeoff) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- cause Personnel issues › Task performance › Planning/preparation › Flight planning/navigation › Pilot
- cause Personnel issues › Task performance › Planning/preparation › Flight planning/navigation › Pilot of other aircraft
- cause Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot of other aircraft
Pilot
- Certificate: foreign licence
- Ratings: instructor: glider; rotorcraft: glider
- Flight time: 969 hours in all; 482 in this make and model; 29 in the last 90 days; 5 in the last 30 days
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 2,300 hours
- Last inspection: annual inspection, May 23, 2014
- Maximum gross weight: 992 lb
- Seats: 1
- Landing gear: fixed
The flight
- Departed from: 0B7 Warren VT at 4:20 pm
- Destination: 0B7 Warren VT
- Flight plan: none
- Runway 22, 2,575 ft by 30 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.