Let SUPER BLANIK L-23 accident near Los Alamitos, California, July 11, 2006
On July 11, 2006 at about 10:00 pm local time, a Let SUPER BLANIK L-23 (glider), registered N381BA, was substantially damaged in an accident near Los Alamitos, California (Los Alamitos Army Airfield). It was a public-use flight (federal) under general aviation rules (Part 91). 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
failure of the winch operator to maintain an adequate winch tow speed, resulting in a stall and hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 11, 2006 · about 10:00 pm local time
- Place
- Los Alamitos, California · Los Alamitos Army Airfield · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Let SUPER BLANIK L-23
- Registration
- N381BA · no longer on the register · serial 018801
- Damage
- Substantial damage
- Flight
- Public-use flight (federal) · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The glider stalled and collided with terrain during takeoff. The operator was using a winch to launch the glider and as the winch operator watched it become airborne, he diverted his eyes from the winch gauges. When he looked back at them, he realized that he was accelerating the glider faster than desired and he reduced the winch's power momentarily. The glider stalled at 80 feet above ground level and it landed hard, which resulted in substantial damage to the left wing. The Glider Flying Handbook (FAA-H-8083-13) notes that a pilot should be ready for a takeoff any time that the towline is attached to the glider. It advises the pilot to smoothly raise the nose to the proper pitch attitude after liftoff, and watch for an increase in airspeed. The handbook says to avoid raising the nose too rapidly or steeply, as it may be difficult or impossible for the pilot to recover from the steep pitch attitude if the towline breaks or the launch mechanism loses power. It also says to avoid raising the nose too slowly, as the glider may gain excessive airspeed or not attain the planned release speed. If this situation occurs, it advises the pilot to pull the release, and land straight ahead.
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: commercial pilot
- Ratings: single-engine land; instructor: glider; rotorcraft: glider
- Last flight review: July 1, 2006
- Medical certificate: Class 3
- Seat: rear
- Injury: no injuries
Dual student
- Certificate: student
- Medical certificate: None
- Seat: frt
- Injury: no injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 1,124 lb
- Seats: 2
- Landing gear: retractable
- Engine:; 0 hours total
The flight
- Departed from: SLI Los Alamitos CA at 10:00 pm
- Flight plan: none
- Runway 22L, 8,000 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 9 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 63°F (17°C)
- Altimeter: 29.88 inHg
- Observation at 9:55 pm from SLI
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.
Other NTSB records under N381BA the same tail number, which may have belonged to a different aircraft at the time
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.