Burkhart Grob G103 accident near Olancha, California, July 3, 1992
On July 3, 1992 at about 1:30 am local time, a Burkhart Grob G103 (glider), registered N173SS, was substantially damaged in an accident near Olancha, California (Abandoned Airstrip airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
1) THE TOW PILOT'S INTENTIONAL PREMATURE RELEASE OF THE GLIDER, WHICH HAD BECOME AIRBORNE, WHEN THE TOW PLANE FAILED TO ACHIEVE SUFFICIENT AIRSPEED DURING ITS TAKEOFF GROUND ROLL, AND, 2) THE GLIDER HAVING INSUFFICIENT ALTITUDE AT THE TIME OF RELEASE TO NEGOTIATE A SUCCESSFUL RETURN TO RUNWAY MANEUVER. A FACTOR IN THE ACCIDENT WAS THE SOFT NATURE OF THE DIRT RUNWAY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 3, 1992 · about 1:30 am local time
- Place
- Olancha, California · Abandoned Airstrip · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Burkhart Grob G103 · all G103s on the register
- Registration
- N173SS · no longer on the register · serial 3286
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT SAID THAT WHILE EN ROUTE ON A CROSS COUNTRY FLIGHT HE BEGAN LOOSING LIFT AND ELECTED TO MAKE A PRECAUTIONARY LANDING AT AN ABANDONED AIRSTRIP. AFTER LANDING, THE PILOT TELEPHONED COMPANY REPRESENTATIVES AND ARRANGED TO HAVE A TOW PLANE FLY DOWN TO GET HIM AIRBORNE AGAIN. THE TOW PLANE ARRIVED AND BOTH PILOTS SURVEYED THE 2,400 FOOT LONG DIRT AIRSTRIP, DECIDING THAT IT WAS ADEQUATE FOR THE TOW OPERATION. DURING THE ATTEMPTED TAKEOFF, THE TOW PLANE PILOT FELT THAT THE ACCELERATION DOWN THE RUNWAY WAS INSUFFICIENT TO TAKEOFF AND HE RELEASED THE GLIDER. UNKNOWN TO THE TOW PLANE PILOT, THE GLIDER WAS ALREADY AIRBORNE OFF THE RUNWAY WHEN HE RELEASED THE TOW CABLE. THE GLIDER HAD INSUFFICIENT REMAINING RUNWAY TO LAND AND THE PILOT WAS FORCED TO ATTEMPT A RETURN TO RUNWAY MANEUVER FROM LOW ALTITUDE. ONE WING TIP COLLIDED WITH A SMALL TREE DURING THE TURN BACK TO THE RUNWAY.
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: flight instructor, commercial pilot
- Ratings: instructor: glider; rotorcraft: glider
- Flight time: 1,270 hours in all; 403 in this make and model; 56 in the last 90 days; 18 in the last 30 days; 1,239 as pilot in command; 687 on instruments
- Medical certificate: None
- Seat: frt
The aircraft
- Airframe total time: 1,215 hours
- Last inspection: annual inspection, March 22, 1992; 53 hours since
- Maximum gross weight: 1,435 lb
- Seats: 2
- Landing gear: retractable
- Engine: (type not recorded); 0 hours total
The flight
- Destination: BIH Bishop CA
- Runway 18, 2,400 ft by 70 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots, gusting 15
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 0°F (-18°C)
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.
Other NTSB records under N173SS 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.