Cessna 150 and Schleicher Ka-6E accident near Pryor, Oklahoma, May 26, 2001
On May 26, 2001 at about 6:50 pm local time, 2 aircraft, Cessna 150 (N5617E) and Schleicher Ka-6E (N9915X), were involved in the same accident near Pryor, Oklahoma (Mid-America Industrial airport). 1 person was killed and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the glider pilot to maintain aircraft control and his delay in releasing the towrope. A contributing factor was the glider's worn elevator trim friction, which resulted in its disengagement.
the failure of the glider pilot to maintain aircraft control and his delay in releasing the towrope. A contributing factor was the glider's worn elevator trim friction, which resulted in its disengagement.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 26, 2001 · about 6:50 pm local time
- Place
- Pryor, Oklahoma · Mid-America Industrial · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 150 · all 150s on the register
- Registration
- N5617E · no longer on the register · serial 17117
- Damage
- Destroyed
- Flight
- Other work-use flight · general aviation rules (Part 91)
- Aircraft 2
- Schleicher Ka-6E · all Ka-6Es on the register
- Registration
- N9915X · no longer on the register · serial 4095
- Damage
- Not recorded
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 150 final · quoted from the NTSB record
The glider pilot reported that during takeoff, he had to maintain a crab of 15 degrees into the wind in order to track down the runway centerline. Shortly after lift-off, the glider gained altitude abruptly and ascended to an altitude above the tow airplane. The glider pilot reported that he had encountered "severe turbulence" and was caught in an "extreme updraft." He remembered looking up at the sky, losing sight of the tow airplane, and being "jarred about the cockpit" while attempting to disengage the towrope. He recalled that his altimeter was indicating 440 feet agl approximately midway down the runway at the time he released the towrope, and he estimated the tow airplane to be 150 feet lower than his glider. The glider completed a normal traffic pattern and landed on the runway. The glider pilot mentioned that his glider had a tendency for the trim lever to release from its "full nose down" trim position, which is the recommended takeoff trim lever position, and "snatch" back to the "full nose up" position. He remembered having to push forward during the initial climb to counteract a nose up effect. A witness observed the glider gain altitude "relatively abrupt" and was able to detect that the glider was "decidedly higher" than the tow airplane. He saw the glider break away to the east and thought the problem was over. He continued to observe the tow airplane and stated that from his position the airplane appeared to level off momentarily, and then "nose dived and impacted the ground." A pilot, whose tow flight had departed just prior to the accident, reported that the wind was approximately 9 knots, and he did not experience any turbulence or gusty wind conditions. A functional check of the glider's trim operation was completed by placing the trim lever in the full nose down position (takeoff position) and then hand-tightened the wing nut, which is used to lock the lever in place. The control stick was then pulled aft, and the trim lever would release almost immediately. This procedure was repeated several times with the same result. The airplane's tow hook was found partially separated from the tail. Examination of the towrope revealed that the breakable link was broken.
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 Schleicher Ka-6E final · quoted from the NTSB record
The glider pilot reported that during takeoff, he had to maintain a crab of 15 degrees into the wind in order to track down the runway centerline. Shortly after lift-off, the glider gained altitude abruptly and ascended to an altitude above the tow airplane. The glider pilot reported that he had encountered "severe turbulence" and was caught in an "extreme updraft." He remembered looking up at the sky, losing sight of the tow airplane, and being "jarred about the cockpit" while attempting to disengage the towrope. He recalled that his altimeter was indicating 440 feet agl approximately midway down the runway at the time he released the towrope, and he estimated the tow airplane to be 150 feet lower than his glider. The glider completed a normal traffic pattern and landed on the runway. The glider pilot mentioned that his glider had a tendency for the trim lever to release from its "full nose down" trim position, which is the recommended takeoff trim lever position, and "snatch" back to the "full nose up" position. He remembered having to push forward during the initial climb to counteract a nose up effect. A witness observed the glider gain altitude "relatively abrupt" and was able to detect that the glider was "decidedly higher" than the tow airplane. He saw the glider break away to the east and thought the problem was over. He continued to observe the tow airplane and stated that from his position the airplane appeared to level off momentarily, and then "nose dived and impacted the ground." A pilot, whose tow flight had departed just prior to the accident, reported that the wind was approximately 9 knots, and he did not experience any turbulence or gusty wind conditions. A functional check of the glider's trim operation was completed by placing the trim lever in the full nose down position (takeoff position) and then hand-tightened the wing nut, which is used to lock the lever in place. The control stick was then pulled aft, and the trim lever would release almost immediately. This procedure was repeated several times with the same result. The airplane's tow hook was found partially separated from the tail. Examination of the towrope revealed that the breakable link was broken.
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 Cessna 150 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 583 hours in all; 8 in the last 90 days; 8 in the last 30 days
- Last flight review: May 29, 1999
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,016 hours
- Last inspection: annual inspection, March 20, 2001; 20 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: H71H Pryor OK at 6:50 pm
- Destination: H71
- Flight plan: none
- Runway 17, 5,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 250° at 11 knots, gusting 15
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 48°F (9°C)
- Altimeter: 29.94 inHg
- Observation at 6:51 pm from GCM, 290 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Schleicher Ka-6E from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 1,337 hours in all; 2 in the last 90 days; 2 in the last 30 days
- Last flight review: May 12, 1999
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: ctr
- Injury: minor injuries
The aircraft
- Airframe total time: 1,165.3 hours
- Last inspection: annual inspection, March 24, 2001; 0.4 hours since
- Maximum gross weight: 661 lb
- Seats: 1
- Landing gear: fixed
- Engine:; 0 hours total
The flight
- Departed from: H71 Pryor OK at 6:50 pm
- Destination: H71
- Flight plan: none
- Runway 17, 5,000 ft by 75 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.