Cessna 305A and Burkhart Grob G 103C accident near Warren, Vermont, October 5, 1998
On October 5, 1998 at about 6:30 pm local time, 2 aircraft, Cessna 305A (N5213G) and Burkhart Grob G 103C (N103VT), were involved in the same accident near Warren, Vermont (Warren Sugarbush Airport). 1 person was killed, 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The glider pilot's failure to perform the emergency tow release and abort the takeoff. A factor in the accident was the glider pilot's improper decision to make repeated attempts to close the canopy in flight.
The glider pilot's failure to perform the emergency tow release and abort the takeoff. A factor in the accident was the glider pilot's improper decision to make repeated attempts to close the canopy in flight.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 5, 1998 · about 6:30 pm local time
- Place
- Warren, Vermont · Warren Sugarbush Airport
- Type
- Accident
- Injuries
- 1 person was killed, 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 305A · all 305As on the register
- Registration
- N5213G · registry record · serial 21573
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
- Aircraft 2
- Burkhart Grob G 103C · all G 103Cs on the register
- Registration
- N103VT · registry record · serial 34141
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 305A final · quoted from the NTSB record
During takeoff for a glider tow operation, the towplane and the glider both became airborne. An FAA Inspector witnessed the takeoff and said his attention was drawn to the 'erratic pitch changes' of the glider. The glider pilot's canopy was open, and the pilot repeatedly attempted to close the canopy. Pitch changes and climbs above the tow plane accompanied each attempt to close the canopy. As the towrope reached a vertical position, the towplane struck the ground, nosed over, and came to rest inverted. The towrope separated, and the glider continued past the towplane, rolled left to an inverted position and impacted the ground. The towrope in use at the time of the accident employed a 'Sweitzer Ring' to attach at the tow plane and a 'Tost Ring' to attach at the glider. Both rings were attached to their respective airplanes and both release mechanisms were operational. According to the 1998 Soaring Flight Manual sponsored by the Soaring Society of America: 'When the sailplane is too high, it can pull the tail of the towplane up, making it difficult, if not impossible, for the towplane to take off... If corrective action is not taken, the only alternative for the tow pilot is to release the towline...If for any reason, the sailplane pilot loses sight of the towplane, he should release immediately.'
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 Burkhart Grob G 103C final · quoted from the NTSB record
During takeoff for a glider tow operation, the towplane and the glider both became airborne. An FAA Inspector witnessed the takeoff and said his attention was drawn to the 'erratic pitch changes' of the glider. The glider pilot's canopy was open, and the pilot repeatedly attempted to close the canopy. Pitch changes and climbs above the tow plane accompanied each attempt to close the canopy. As the towrope reached a vertical position, the towplane struck the ground, nosed over, and came to rest inverted. The towrope separated, and the glider continued past the towplane, rolled left to an inverted position and impacted the ground. The towrope in use at the time of the accident employed a 'Sweitzer Ring' to attach at the tow plane and a 'Tost Ring' to attach at the glider. Both rings were attached to their respective airplanes and both release mechanisms were operational. According to the 1998 Soaring Flight Manual sponsored by the Soaring Society of America: 'When the sailplane is too high, it can pull the tail of the towplane up, making it difficult, if not impossible, for the towplane to take off... If corrective action is not taken, the only alternative for the tow pilot is to release the towline...If for any reason, the sailplane pilot loses sight of the towplane, he should release immediately.'
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 305A from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 5,078 hours in all; 1,245 in this make and model; 80 in the last 90 days; 25 in the last 30 days; 4,967 as pilot in command; 436 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 13,194 hours
- Last inspection: annual inspection, May 15, 1998; 262 hours since
- Maximum gross weight: 2,100 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O470-11B (piston); 0 hours total
The flight
- Departed from: 0B7 at 6:30 pm
- Flight plan: none
- Runway 4, 2,575 ft by 30 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 14 knots, gusting 21
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 34°F (1°C)
- Altimeter: 30.00 inHg
- Observation at 6:53 pm from MPV, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Burkhart Grob G 103C from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 859 hours in all; 42 in this make and model; 80 in the last 90 days; 37 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 1,873 hours
- Last inspection: 100-hour inspection, August 12, 1998; 98 hours since
- Maximum gross weight: 1,323 lb
- Seats: 2
- Landing gear: fixed
- Engine: (type not recorded); 0 hours total
The flight
- Departed from: 0B7 at 2:30 pm
- Flight plan: none
- Runway 4, 2,575 ft by 30 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
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 IAD99FA004.