Schempp-Hirth Standard Cirrus accident near Lone Pine, California, September 19, 2003
On September 19, 2003 at about 10:03 pm local time, a Schempp-Hirth Standard Cirrus (glider), registered N71DA, was substantially damaged in an accident near Lone Pine, California (Lone Pine Airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate assembly of the glider and improper preflight inspection, which resulted in an inadvertent deployment of the spoilers. Also causal was the pilot's failure to maintain obstacle clearance. His diverted attention to the control problems presented by the deployed spoilers was a contributing factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 19, 2003 · about 10:03 pm local time
- Place
- Lone Pine, California · Lone Pine Airport · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Schempp-Hirth Standard Cirrus · all Standard Cirruss on the register
- Registration
- N71DA · no longer on the register · serial 145
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The glider collided with power lines shortly after the pilot released from the tow airplane. Prior to departure, the pilot assembled the glider by himself. During the initial climb out, the tow airplane's climb performance was poor, and the tow pilot noticed that the glider's spoilers were in the deployed position. The tow pilot opted to return back to the airport and while in the turn, the glider pilot released from the towline. The glider pilot announced over the radio that he was having problems with the spoilers and planned to attempt to maneuver back to the airport. The glider turned and then continued on a flight path until impacting high-tension power lines. The glider's service manual states that prior to departure the pilot should check the function of the control surfaces, and ensure that the spoilers are operating properly. A post accident examination of the spoiler control rods inside the fuselage revealed that the inboard sections of both control rods were not connected to their corresponding bell crank. The glider is designed in such a way that to assemble the spoilers, the person performing the assembly must access the control rods from the cockpit, by going through the aft bulkhead. While connecting the spoilers, it is not possible to visually assess how to make the assembly. The assembly must be done by feeling the parts and connecting them without any visual reference.
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
Pilot
- Certificate: private
- Ratings: rotorcraft: glider
- Medical certificate: None
- Seat: sngl
- Injury: fatal
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 728 lb
- Seats: 1
- Landing gear: fixed
- Engine:; 0 hours total
The flight
- Departed from: 026 Lone Pine CA at 9:40 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 34°F (1°C)
- Altimeter: 29.94 inHg
- Observation at 10:56 pm from BIH, 49 miles away
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.