Let 33 accident near Bardstown, Kentucky, September 30, 2001
On September 30, 2001 at about 5:00 pm local time, a Let 33 (glider), registered N3301L, was substantially damaged in an accident near Bardstown, Kentucky (Samuels Field). 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
The pilot's improper flare, which resulted in a nose-first, hard touchdown.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 30, 2001 · about 5:00 pm local time
- Place
- Bardstown, Kentucky · Samuels Field · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Let 33
- Registration
- N3301L · no longer on the register · serial 930101
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed on a local close traffic glider flight. After climbing above the traffic pattern altitude of 1,200 feet agl, he released from the tow-plane. Once free, he maneuvered the glider onto the downwind for runway 2, and radioed his position and intentions. He turned base approximately 700 feet agl, and made another radio announcement. About 500 feet agl, the pilot turned final and recalls having a good "angle" to his aiming point. About 150 to 200 feet from the aiming point and 10 feet agl, the indicated airspeed was approximately 50 knots. The pilot then shifted his attention outside the glider for the final phase of the landing. When the glider was about 3 feet agl and "near" the flare point, it started to drop "sharply." The glider touched down hard nose first, and then bounced back into the air. The pilot was able to maintain directional control while the glider made several more bounces before rolling out and coming to a stop. He then exited the airplane under his own power. The pilot had approximately 300 hours of total flight experience, with 7 hours of that in the accident glider make and model. In addition, he had flown 2.5 hours in the accident glider within 30 days of the accident. Examination of the glider revealed no preimpact failures or malfunctions.
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, private
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 300 hours in all; 7 in this make and model; 7 in the last 90 days; 3 in the last 30 days; 298 as pilot in command
- Last flight review: July 14, 2000
- Medical certificate: None
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 291 hours
- Last inspection: annual inspection, April 21, 2001; 35 hours since
- Maximum gross weight: 750 lb
- Seats: 1
- Landing gear: fixed
- Engine:; 0 hours total
The flight
- Departed from: BRY Bardstown KY at 4:58 pm
- Flight plan: none
- Runway 2, 5,003 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 45°F (7°C)
- Altimeter: 30.28 inHg
- Observation at 4:56 pm from SDF, 28 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.