Let Blanik L-13 accident near Deland, Florida, March 13, 2005
On March 13, 2005 at about 10:04 pm local time, a Let Blanik L-13 (glider), registered N14420, was substantially damaged in an accident near Deland, Florida (Bob Lee Flight Strip airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot to maintain sufficient airspeed during landing, resulting in an inadvertent stall, undershoot and collision with the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 13, 2005 · about 10:04 pm local time
- Place
- Deland, Florida · Bob Lee Flight Strip · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Let Blanik L-13 · all Blanik L-13s on the register
- Registration
- N14420 · registry record · serial 175114
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he entered downwind at 1,000 feet, selected spoilers and adjusted trim for "lighter stick pressure." He turned base then final, and maintained heading and approach speed down to approximately ten feet, where he felt a sudden "drop in audible airspeed" followed by a rapid descent to impact. Impact was at approximately 45 to 50 degrees nose down. According to a Federal Aviation Administration (FAA) inspector, who interviewed witnesses, said that the witnesses reported that the airplane was observed on final approach at an altitude of approximately 8 feet above ground level, then was observed to "shudder", and abruptly pitch nose down. The glider crashed on the runway approximately 500 feet from the threshold of runway 27. Examination of the flight controls revealed no evidence of pre-impact failure or malfunction. The elevator trim indicator for the rear seat was noted to be full nose-down, which correlated with the trim tab position. The battery used to power the variometer was secured with bungee cords on the top shelf behind the rear seat. The glider manufacturer recommends securing the battery with a material that is capable of withstanding 9 g's, but does not recommend using "rubber strip" material.
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
Dual student
- Certificate: student
- Medical certificate: None
- Seat: frt
- Injury: serious injuries
The aircraft
- Airframe total time: 1,628 hours
- Last inspection: annual inspection; 21 hours since
- Maximum gross weight: 1,100 lb
- Seats: 2
- Landing gear: retractable
- Engine:; 0 hours total
The flight
- Departed from: 1J6 Deland FL at 9:44 pm
- Destination: 1J6
- Flight plan: none
- Runway 27, 3,300 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 11 knots, gusting 18
- Visibility: 10 statute miles
- Sky: a few clouds at 7,000 ft
- Temperature: 81°F (27°C), dew point 48°F (9°C)
- Altimeter: 29.88 inHg
- Observation at 9:53 pm from KDAB
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 N14420 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.